VA1 BOUGHT WITH THE INCOME FROM THE SAGE ENDOWMENT FUND THE GIFT OF 1891 A.S.A2.S..^- ^//^./^^ yM761 .AselssT"™"^ ''"^^ The oiin ^ ^924 030 903 490 Overs Cornell University Library The original of this book is in the Cornell University Library. There are no known copyright restrictions in the United States on the use of the text. http://www.archive.org/details/cu31924030903490 STEAM SHIP CAPABILITY. THE CAPABILITY STEAM SHIPS, BASED ON THE MDTDAL KELATIONS OF DISPLACEMENT, POWER, AND SPEED; ILLCSTKATED BY TABLES, ADAPTED FOE MERCANTILE REFERENCE. BY CHARLES ^^THERTON, MEM. INST. O. E., CHIEF ENGIHEEE ROYAL DOCKYAKD, WOOLWICH. SECOND EDITION. LONDON JOHN WEALE, 59, HIGH HOLBORN. 1855. WOOLWICH : JOHN GRANT, PKINTEE, 47, KINO STREET. PREFACE. In explanation of the object sought to be attained by the publication of the following Treatise, it may be premised that Shipping may now be regarded as in a state of transition ; for, though the use of Sail may not be superseded by the agency of Steam, it seems apparent that the co-operation of sail and steam will be universally introduced. Under this aspect of shipping interests, it is desirable that the public have the means of becoming familiar with the mutual relation of Steam-ship Displace- ment, Power, and Speed', in order that the conditions of Steam-ship mechanical and nautical efficiency may be foreknown, and that the commercial balance account between estimated Speed and Gost may be duly calcu- lated ; in short, it is the compound combinations of Displacement, Power, and Speed, in relation to the Cost of Freight, which constitute the arithmetic of Steam-ship adaptation to the requirements of mercantile service. Thus, to bring under, view the mutual relations of Steam- ship Displacement, Power, and Speed, with reference to the Cost of Freight, is the task that has been attempted in this Essay. The results can only be regarded as approximate ; and the system of calculation is admissibly still open to corrective research ; but, being based on generalized data, derived from practical experience, it is expected that the Work will present a substantially 11 correct digest of the capabilities of Steam as now applied to Navigation ; and that it will point out a course of investigation not hitherto thrown open, and on which much labour may be usefully bestowed. The primary matter, however, necessarily brought forward for consideration as being the base of all Steam-ship calculations as respects the mutual relation of Power and Speed, and therefore, indispensable to the prosecution of these inquiries, is a proposition for assigning some definite and legalized standard value to the term Horse-power as the unit of power applicable to Steam- ship Navigation ; by which Constant Quantity, marine engine contracts may, as regards the measure of power, be assimilated, and by which the available Engine-povter of all steamers may be duly registered together With the Tonnage and the Displacement of the ship at a given draught ; but this proposition is of a nature that can only be dealt with by legislative authority ._ on representations backed by the greatest commercial weight ; and should this Essay promote the realisation of a step so essential in the progress of systematizing the science of Steam-ship construction, and of Steam-ship adaptation and management, its publication will have conduced to public utility in a department of national enterprise of the utmost importance to the manufacturing and mercantile interests of the country. CHARLES ATHERTON. Woolwich Dockyard, \st. March, 1853. PREFACE TO THE SECOND EDITION. The Author avails himself of the opportunity aflforded by a further issue of this Essay to extend the investigations so as to present a tabular exposition of estimated £ s. d. outlay actually incurred in the conveyance of Cargo per ton w^eight of cargo conveyed on any given passage, and to shew the degree in which such expenses are affected by differences in the Dynamic Quality of the Ship employed ; also to enter more fully into a con- sideration of the limitation of the superior Dynamic capability which is admitted to be the inherent property of large ships as compared with smaller vessels. The object of the Author in this publication has been to stimulate inquiry into the comparative qualities and capabilities for transport of Steam-ships and reduce the subject of comparative Steam-ship Capability for goods' transport, to some system of Mercantile arithmetic. He does not aspire to having produced a finished work, but merely to have broken up ground in a neglected depart- ment of Mercantile pursuit, — ^the cultivation of which will not fail to be of national importance. Woolwich Dockyard, ^Qth. September, 1854. CONTENTS Section L, page 1 to 7. — The nominal Horse-power generally referred to in Steam-ship Navigation, and registered as the Engine-power, does not define the Motive-power capable of being developed by the Engines. Necessity for determining upon some specific amount of Power to be assigned to the term Horse-power, and to be legally recognised as the Standard Measure of the unit of Power implied by that term. Section II., page 8 to 21. — The recorded test trials and duly authenticated performances of H.M. Steam- vessels Eattler, Fairy, Arrogant, and Hogue assumed as the base of calculations shewing the difi'erences of Steam-ship locomotive performance which result from differences of Build and of Engine adaptation thereto ; illustrated by Tables shewing the mutual relation of Displacement, Power, and Speed in Vessels built on those various types of form respectively. Section HI., page 22 to 40. — Tables (Series 1, Nos. 1 to 13) shewing the capabilities of Steam-ships on the type of H.M. Steam-sloop Rattler, from 500 to 10,000 tons Displacement, embracing the mutual relation of Displacement, Power, Speed, Weight of Hull and Equip- ment, Coals, Freight, Time the coals will last, and the Distance capable of being traversed without re-coaling ; with deductions shewing the progressively increasing difficulties which attend the realisation of increasing speed. Section IV., page 41 to 60. — The mutual relation of Distance, Speed, Time, Coal, and Cargo ; illustrated by Tables (Series 2, Nos. 1 to 13) constructed especially with reference to Passages of 500, 1,000, 2,000, 3,000, 4,500, and 6,000 nautical miles, with deductions shewing the proportional increase of expenses in the Engine depart- ment consequent on increasing speed, and the proportional reduction of Freight expenses per ton of Cargo, consequent on increased size of ships. Section V., page 61 to 72. — Investigation as to the coniparative extent to which the Cost of Freight per ton weight of cargo is affected by differences of original Construction as regards the Locomotive Properties of different ships, or by different degrees of falling off in the working condition of the Hull, Engines, aud Boilers of the same ship. Supplement, page 73 to 89. — Shewing by approximate £, s. d. estimate, based on assumed data, the actual cost expenses of Freight per ton of Cargo conveyed, as affected by differences in the Dynamic Quality of the Hull, the economic quality of the Machinery and progressive increase in the Size of vessels, including vessels of hypo- thetical magnitude ; also, shewing the superior dynamic capability of large ships compared with smaller vessels for the performance of any given service under the same conditions of speed and distance without re-coaling, and investigating the degree in which such superiority of large ships may become neutralized on long passages by the greater facilities for re-coaling that may be available to smaller vessels. APPENDIX. Exemplification of a method of constructing Diagrams, for determining the mutual relation of Displacement, Power, and Speed in vessels of analogous construction. Table showing the number of revoujtions per minute which will be required in order that a Screw-Propeller of a given pitch may advance at a given speed per hour, slip not included. SUPPLEMENTARY APPENDIX. I. Ocean Steamers. Exposition in vindication of the statements expressed by the Author at the Institution of Civil Engineers, London, in a discussion on the Capa- bilities of the Large Class of Ocean Steamers. II. Letters, Nos. 1 and 2, on the Registration of Ships' Displacement and Engine-power ; urging, that in addition to the Mercantile Tonnage, the displacement, also at certain specific lines of immersion be Registered ; and that the engine-power be Registered with reference to some definite measure as the legalised standard unit denoted by the term Horse-power. III. Tables, shewing the cubes of numbers from 5 to 25, rising by the decimal .01, and the cube root of the square of numbers rising gradually from 10 up to 50,000, for facilitating the reduction of the formula '—^ = C, whereby the Co-efficient or Index Number indicative of the Dynamic quality of Steam-ships may be determined. IV. Trial data, and deduced Index Number or Co- efficient of Dynamic Quality of H.M. Screw vessels " Rattler," " Reynard," and " Fairy." C Page 15— Last line of Table D, for « 3822," read 2822. ERRATA. \ Page 28— Line 2, for —^ read 132.000, 132.000. Page 62, 53, and 64— For " Index Number 871," read 862. THE MUTUAL RELATIONS OF STEAM SHIP DISPLACEMENT, POWER, AND SPEED; ILLUSTRATED BY TABLES ADAPTED FOB MERCANTILE REFERENCE. SECTION I. THE NOMINAL HORSE-POWER GENERALLY REFERRED TO IN STEAM-SHIP NAVIGATION AND REGISTERED AS THE ENGINE- POWER, DOES NOT DEFINE THE MOTIVE POWER CAPABLE OF BEING DEVELOPED BY THE ENGINES. NECESSITY FOR DETER- MINING UPON SOME SPECIFIC AND EASILY MEASURABLE AMOUNT OF POWER TO BE ASSIGNED TO THE TERM HORSE-POWER, AND ADOPTED AS THE STANDARD MEASURE IMPLIED BY THAT TERM.. At a period when Steam Ship navigation is being pro- secuted with unprecedented energy ; when vessels of stupendous magnitude are being projected with a view to the circumnavigation of the globe ; when a value is assigned to time, which urges the realization of speed to a degree which can be obtained only by the expensive resources of art being applied, not merely to co-operate with,' but even to supersede the spontaneous but uncertain power of the wind ; when commercial enterprise is thus 2 incurring the hazards of a new order of pecuniary investment, which may be beneficial or adverse to national interests according as prudence and skill, or indiscretion and error, may characterize the originating and conducting of such affairs; when moreover in such affairs, pros- perity or loss depend on the discrimination with which the issues of Speed and Cost may be balanced against each other : under these circumstances, it may be expected that any attempt to illustrate, though but approximately, the mutual relation of the elements on which Steam Navigation is dependent, will be favorably entertained. With this hope, the following Tables showing approximately the mutual relation of Displacement, Power, Speed, and Cost, have been prepared and published. Preparatory to the construction of these Tables, our primary object must be to determine upon some specific and measurable amount of motive power, to be assigned to the term horse-power (H.P.), and adopted as the base of calculation. It is to be observed that the definite measure of power originally implied by the term horse- power has, in marine practice, become totally superseded : the term horse-power, as now applied in marine engine contracts and practice, does not specifically determine, or limit, the gross working-power of the engines ; but, the difference of working-power between one engine and another, though both, nominally, of the same horse- power and contracted for as such, can be shown to have been as much as 100 per cent. : that is, the one working up to double the power of the other ; or, in other words, though marine engine contracts may have specifically fixed the nominal horse-power and the amount of money to be paid thereon, they have afforded no guarantee for the amount of working horse-power to be delivered ; but the working-power has been left, in great measure, to the voluntary discretion of the engine manufacturer. Such discrepancies, which naturally result from con" tracts specifically binding only on one side, namely, as regards the amount of money to be paid, surely point out the necessity for the adoption of some system of com- mercial regulation in respect to the purchase and delivery of engine-power, whereby steam-ship investment may be regulated more approximately in accordance with the accuracy of calculation, that generally distinguishes the prosecution of commercial enterprise. The discrepancies above described between the nomi- lial and the working-power of marine engines, are the more remarkable when it is considered that they are not attributable to the engines being produced by dififerent makers, but apply to engines supplied under contract by the same manufacturers, and those of the highest repute, and even paid for at about the same rate per nominal horse-power, (f6r it is the nominal H.P. that generally rules the price), though producing, in effect, a difference of 100 per cent, and upwards on the cost of the working-power. Nevertheless, the term horse-power, from its seeming definiteness and simplicity, has become in the public mind so inveterately iden- tified with marine engines, as describing proportionally the amount of their working-power, that any attempt on the present occasion to correct that delusive impres- sion by altogether superseding the term horse-power, would be abortive, and probably defeat the desired utility of the present work as a Mercantile Tabular Reference : it is therefore proposed to retain the use of the term horse-power (H.P.) but to assign to it a definite and measurable value, corresponding to the ascertained Measure of the Working or Motive-power that on special cases of the most successful engineering practice wherein the reputation of rival manufactures has been at stake, has been duly delivered and put into practical opera- tion under that denomination ; deducing an average of the vporking-power in such cases, not from the per- formance of a particular engine of a particular maker, but embracing a whole class of vessels of which the engines are the productions of various manufacturers. In presenting these Tables with a view to so general a purpose as the introduction of an uniform system of engine-power-admeasurement as the base of marine engine contracts, and for the regulation of commercial transactions, it is proper to announce the specific ex- amples of marine engine practice which have been assumed as constituting a measure of horse-power, in accordance, as above stated, with the most effective adaptation of the present day : accordingly, the measure of power now proposed to be assigned to the term horse-power is based on the average that has been actually produced by the Government Mail Packets Banshee, Llewellyn, Caradoc, Vivid, Garland, Violet, Onyx, Princess Alice, Undine, and Elfin ; in which examples of marine engine performance it will be found that, if we take in each case, the pressure on the piston in pounds (p), as ascertained • on trial by the Indicator, multiplied by the velocity of the piston in feet per minute (v), and divide by 132000, the result will, on the average, give the Nominal horse- power at which the engines of the above-named ten vessels were contracted for, and have been duly fitted by the manufacturers, after deducting 15 per cent, in consideration that the engines, (or rather the boilers), when on trial, may probably have been urged to the extent of 15 per cent, beyond the limits that would be maintained for continuous work : as shown by the following : — STATEMENT No. 1. SHOWING THE NOMINAL HORSE-POWESS OF TEN PACKETS, AS CON- TRACTED FOR, AND THE WORKING POWERS ACTUALLY PRODUCED. Names. Nominal Horse-power per Contract. Working power as determined on Trial, expressed in pounds pres- sure on the piston, moving at the rate of one Foot per minute. 350 350 350 160 120 120 120 120 no 40 57-816-000 lbs. 1 Foot per minute. 58-179-000 52-800-000 25-179000 17-G55 000 19-536 '000 17-699-000 14-190-000 14-619000 8-085000 Llewellyn , , Caradoc Violet •*■••• Princess Alice ... Undine Total 1840 285-758000 lbs. 1 ft. per minute. Deduct 16 per cent 42-863-000 (nearly) Average per Horse-power (H.P.) 242-895-000 242-895 000 1840 132000 lbs. 1 ft. per minute. Hence, therefore, it appears that, in accordance with the engine performance of the ten vessels above referred to, a marine horse-power may be required to be the resultant of a pressure on the piston equivalent to 132-000 lbs., moving at the rate of one foot per minute ; and it is proposed that such shall be the measure of power represented by the term horse-power (H.P.), as applied to marine steam engines ; and that, when- ever the term horse-power (H.P.) is referred to, whether it be the nominal horse-power referred to in the contract, or the indicated horse-power as ascertained by aid of the Indicator, or the effective horse-power as ascer- tained by aid of the Dynamometer, it shall be determined, as above described, by the divisor 132-000, and not by the divisor hitherto partially in use,, (namely, 33-000) ; as this latter divisor, however appropriate it may have been at the period of its introduction and application to land-engine purposes, is now, (as shown by the foregoing statement, No. 1,) altogether superseded by engineering practice as applied to steam navigation. In the examples of marine-engine performance above referred to, the cubical capacity of the cylinders for steam appears, on the average, to be about three-fourths of a cubic foot per horse-power, the steam being used at full pressure to about three-fourths of the stroke : it is, however, not proposed, in the present instance, to make any attempt to regulate or control, the details of practical construction ; the conditions as regards the size of the cylinder per horse-power, steam-pressure in the boiler, expansion in the cylinder, and working velocity of the piston at which the above measurable amount of motive power, per horse- power, is to be obtatned, also the guaranteed ratio between the indicated horse-power as measured on the piston by aid of the Indicator, and the effective horse-power as determined by the Dynamometer, as well as the details of boiler construction, or the consumption of fuel with reference to the indicated H.P. determined as above deduced, may, optionally on the part of the purchaser, either be made the subject of specification and agreement, or be left to the judgment of a specially selected steam- ship contractor, thereby leaving an open field for improvement and skill ; for on these and other like details of construction, the durability, trustworthiness and up- holding cost of the engine, and economy of fuel, in proportion to the effective power, will be materially dependent : the only object now sought to be subjected to regulation is simply this ; that a horse-power (H.P.), shall signify some standard measure of motive power applicable to the present state of marine-engine practice ; so that a contract, which specifically defines the price at which an engine is to be paid for, per horse-power, and the engine-power at which the ship is to be registered, or nominally pass current, shall also guarantee some definite amount of power being delivered, and not leave the amount of motive power indefinite to the extent of 100 per cent., as at present, to the confusion of marine engineering as a scientific profession, to the subversion of manufacturing competition, to the defiance of all calculation as to steam-ship capability, to the derangement of mer- cantile speculation in matters of steam-ship investment and management, and to the utter misrepresentation of the data on which the rate of insurance, so far as dependant on the registered power of the engines, can be equitably regulated. In short, marine-engine horse-power requires to be determined and legalized as a standard measure of power ; and on the same principle that material quantities are regulated by the standard yard, and the standard gallon, and the standard pound weight, so, the motive power employed in steam navigation should be regulated and measured by the standard marine horse- power. The standard measure of power being thus determined, it is desirable that the registered power of all steam-vessels should accord therewith ; but, whether or not,^ the same standard should be applied to land-enginea is not under present consideration. SECTION II. THE RECORDED TEST TRIALS, AND DULY AUTHENTICATED PER- FORMANCES OF H.M. STEAM VESSELS " RATTLER," " FAIRY," " ARROGANT," AND " HOGUE," ASSUMED AS THE BASE OF CALCULATIONS, SHOWING THE DIFFERENCES OF STEAM SHIP DIFFERENCES OF BUILD, AND OF ENGINE ADAPTATION THERETO, ILLUSTRATED BY TABLES, SHOWING THE MUTUAL RELATION OF DISPLACEMENT, POWER, AND SPEED, IN VESSELS BUILT ON THESE VARIOUS TYPES OF FORM RESPECTIVELY. In the following tables the horse-power has been calculated according to the standard measure of power thus proposed to be assigned to it, (namely, equivalent to 132-000 lbs., raised at the rate of I foot per minute, as expressed by the formula, H.P., = ^^^ )* and the mutual relations between displacement, speed, and power (H.P.), in each of the four different classes of vessels referred to in the four tables, A, B, C, D, respectively, have been deduced by reference to the well authenticated performance of vessels of the various distinctive classes. With the view of selecting the best examples of steam- ship performance as the base of these tabular deductions, enquiries as to the performance of merchant steam-vessels P V. * If this measure H.P. = ijjso be adopted as the standard by which the engine-power of steam-vessels is to be registered, it is expected that the registered H.P. of merchant steamers will on the general average be about half of the present nominal power. 9 have been made ; but, it has beea found that mercantile records generally have reference to the nominal horse- power of the engines, and not to the working power ; or, to the register tonnage of the ship, and not to the ship's displacement ; or, whether nautical or statute miles have been the measure of speed is not always stated ; or, the rate of speed may not have been corrected according to the disturbing influence of current, tide, and wind ; consequently, such records do not furnish the specific data by which the relative locomotive performance of steam-ships can be accurately ascertained. The example set by the Admiralty, in publishing and circulating a tabular record of the constructive elements and experi- mental trials of the screw-ships of the Royal Navy, has not been met, or responded to, by any similar publication on the part of the proprietors of mercantile fleets. That this omission on the part of merchant steam fleet pro- prietors is injurious to their own interests may be inferred from the great advantages which have resulted to mining interests generally, by reason of the periodical publication of the constructive elements and working operation of Mine pumping engines ; and the interests of steam-ship proprietors and of Mine proprietors being analagous as regards the management of their motive power, it can scarcely be doubted that steam-ship eflB- ciency would be greatly promoted by the engineering and ship-building rivalry that would, unquestionably, be consequent on the locomotive duty of all steam-ships being ascertained and numerically ranked like the Cornish pumping-engines. Notwithstanding, however, the interests that would be served by such comparisons of steam- ship performance, the published reports of merchant steam-ship trials are generally so deficient of details as regards the ship's displacement at time of trial and the 10 working power of the engines corresponding to the speed attained, that the compiler of the following Tables has but rarely met with any instance of such records affording the complete data on which any conclusion as to the real merit of the vessel could be satisfactorily deduced ; nor has he met with any case of screw steam-ship trial on which it has been shown that the locomotive performance of H.M. screw-ship Rattler, has been surpassed : the test of relative merit being determined by the index number resulting from the formula ^^""1 by which the screw-ships of the Royal Navy have been compared ; in which formula "V" represents the rate of speed, " D " the displacement at the time of trial, and " Ind. H.P." the motive power exerted by the piston as determined by aid of the instru- ment for measuring engine-power called the Indicator. Referring therefore to the published records of the constructive data and trials of the screw ships of the R.N., the well-authenticated performances of H.M. screw-vessels Rattler, Fairy, Arrogant, and Hogue, have been selected as presenting good examples of their respective classes ; and the following Statement, No. 2, presents the constructive elements and trial data of these vessels ; from which, the subsequent Tables A, B, C, D showing, for each class of vessels respectively, the mutual relations of Displacement, Power, and Speed, have been deduced, it being assumed that the index number resulting from the formula ^~_ would be constant for all vessels of which the ratio of construc- tive elements is similar to each other, and of which the engine-power may be equally effective, and consequently that variations in the index numbers will indicate differences of merit as regards the locomotive perfor- mances of the vessels thus put in comparison with each other. 11 STATEMENT No. 2. Showing the constructive Elements and trial data of H. M. Steam Vessels Rattler, tried January 23, 1845,- Fairy, tried April 5, 1845; Arrogant, April 12, 1849 ,• and Hogue, tried December 18, 1850 ; from which the subsequent Tables A, B, C, D, have been respectively deduced. a> Elements of Construction o u ° Ratio of 1 1 U lU Q X Q oj ■B Z s P3 X X' t^ :§ 01 o o « cu 3 Vessels in H. M, Service, on of which the Tables have Q II a 3 a M V •a FT. IN FT. IN FT. IN. TONS SQ.P A Rattler . 176-6 32-81 13-6 1078 330 5.39 2-42 •60 •76 109 9^64 862 b: Fairy 144.8 2MJ 4-10 168 71J 6.85 4-37 •41 •70 91 13-32 792 c Arrogant. 200'0 45-8f 18-lOi 2444 580 4.37 2-43 •61 •67 166 8-29 664 D Hogue ... 184-0 48- 4^ 22- 6 3080 804 3-80 2-15 •66 •74 203 8^33 602 From the above statement it will be observed that the constructive elements as regards the Ratios of Length to Breadth are progressive, and include the limits of present practice for sea-going vessels: the ratio of Length to Breadth in Hogue being nearly four to one, and in Fairy nearly seven to one. 12 TABLE A, Showing the mutual relation of Displacement, Power, and Speed, of vessels on the type of Rattler, of which vessel the constructive elements are shown in the fore- going Statement, No. 2, observing that the H.P. is calculated by the formula, H.P., = i^q^ dfid that the Index Number is 862. SPEED PER HOUR. DISPLACEMENT IN TONS. Nautical Miles. Statute Miles. 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 H.P. H.P. H.P. H.P. H.P. H.P. HP. H.P. H.P. H.P. H.P. 6 6-914 26 26 28 SO 31 33 34 36 37 88 40 7 8'066 40 42 46 47 50 62 54 57 69 61 63 8 9-218 69 63 67 71 74 78 81 84 88 91 94 9 10-370 84 90 95 100 106 111 116 120 125 129 134 10 11-623 116 123 131 138 145 152 158 165 171 178 184 11 12-675 164 164 174 183 193 202 211 219 228 236 245 12 13-827 200 213 226 238 250 262 274 2:85 296 307 317 13 14-980 254 271 287 303 318 333 348 362 376 390 403 14 16-123 317 339 .869 378 398 416 434 452 470 487 504 16 17-284 391 416 441 465 489 512 634 556 578 599 620 16 18-436 474 505 535 565 693 621 648 676 701 ,727 753 17 19-689 668 606 642 677 712 745 778 810 841 872 902 18 20-741 676 719 762 804 846 884 923 961 999 1035 1071 19 21-893 794 846 897 946 994 1040 1086 1130 1174 1217 1260 20 23-045 926 987 1046 1103 1168 1213 1266 1319 1369 1420 1469 Note.— On the above type, a vessel of 5,000 tons Displacement would be propelled at the rate of 10 nautical miles an hour by 836 horse-power. 13 TABLE B. Showing the mutual relation of Displacement, Power, and Speed, of vessels on the type of Faiey, of which vessel the constructive elements are shown in the foregoing Statement, No. 2, observing that the H. P. is calculated by the formula, H.P. =^ ^g^-oou ' ^^^ ^^"^ the Index Number is 792. SPEED PEK HOUR. DISPLACEMENT IN TONS. Nautical Miles. Statute Miles. 100 150 200 300 400 500 600 700 800 900 1000 H.P. H.P. H.P. H.P. H.P. H.P. H.P. H.P. H.P. H.P. H.P. 6 6-914 6 8 10 12 15 17 19 21 23 26 27 7 8-066 9 12 15 19 23 27 31 34 37 40 43 8 9-218 14 18 22 29 35 41 46 51 56 60 65 9 10-370 20 26 31 41 50 58 66 73 79 86 92 10 11-523 27 36 43 57 69 79 90 100 109 118 127 U 12-675 36 48 58 75 91 106 120 133 145 157 168 12 13-827 47 62 75 98 119 138 155 172 188 204 219 13 14-980 60 78 95 125 151 175 198 219 239 259 278 U 16-123 75 98 119 156 188 219 247 274 299 324 347 15 17-284 92 121 140 191 232 269 304 337 368 398 427 10 18-436 112 146 177 232 281 326 369 408 440 483 618 17 19-589 134 175 212 278 337 391 442 490 536 579 e2i 18 20-741 159 208 252 331 400 465 525 581 636 688 737 19 21-893 187 245 297 389 471 546 617 684 747 809 868 20 23-045 218 285 346 453 549 637 720 797 872 943 1011 Note. On the above type, a vessel of 5,000 tons Displacement would be propelled at the rate of 10 nautical miles an hour by 370 horse-power. 14 TABLE C. Showing the mutual relation of Displacement, Power, and Speed of vessels on the type of Arrogant, of which vessel the constructive elements are shown in the foregoing Statement, No. 2, observitig that the H.P. is calculated by the formula H.P. = 3^32^000 and that the Index Number is 664. SPEED PER HOUR. DISPLACEMENT IN TONS. Nautical Miles. Statute Miles. 2000 2100 2200 2300 2400 2600 2600 2700 2800 2900 3000 H.P. H.P. H.P. H P. H.P. H.P. H.P. H.P. H.P. H.P. H.P. 6 6-914 62 63 65 66 68 60 61 63 65 66 68 7 8-066 82 86 88 90 93 95 98 100 103 105 108 8 9-^18 123 127 131 136 139 142 146 150 158 157 161 9 10-370 175 180 186 192 197 203 208 213 219 224 229 10 11-523 240 247 266 263 271 278 286 293 300 307 314 11 12-675 319 329 340 360 360 370 380 390 399 409 418 12 13-827 414 428 441 454 467 480 493 606 518 530 542 13 14-980 626 644 66] 678 594 610 627 643 659 674 690 14 16-123 667 679 701 722 742 763 783 830 823 842 861 15 17-284 809 835 862 888 913 938 963 988 1011 1035 1059 16 18-436 981 1013 1046 1077 1108 1138 1169 1198 1228 1257 1286 17 19-689 1176 1215 1254 1291 1329 1366 1401 1437 1472 1507 1542 18 20-741 1397 1443 1488 1633 1678 1621 1664 1706 1748 1789 1830 19 21-893 1643 1697 1751 1804 1866 1906 1957 2007 2056 2105 2153 20 23-046 1916 1979 2042 2103 2164 2223 2283 2341 2398 2465 2511 Note.— On the above type, a vessel of 5,000 tons Displacement VFOuld be propelled at the rate of 10 nautical miles an hour by 441 horse-power. 15 TABLE D, Showing the mutual relation of Displacement, Power, and Speed of vessels on the type of Hogue, of which vessel the constructive elements are shown in the fore- going Statement, No. 2, observing that the H.P. is calculated by the formula, H.P., = -^^^ and that the Index Number is 602. SPEED PER HOUR. DISPLACEMENT IN TONS. Nautical Miles. Statute IMiles. 3000 3100 3200 3300 3400 350C 3600 3700 3800 3900 4000 H.P. H.P. H.P. H.P. H.P. H.P. H.P. H.P. H.P. H.P. H.P. 6 6-914 75 76 78 79 81 sa 84 86 87 89 90 7 8066 118 121 124 126 12£ 131 134 136 139 141 143 8 ■ 9-218 177 181 185 188 192 196 199 203 207 210 214 9 10-370 252 257 263 268 27S 279 284 289 295 299 305 10 11523 345 353 3G0 368 375 382 390 397 404 411 418 n 12-675 459 470 479 489 499 609 519 528 538 647 557 12 13-827 596 610 623 636 648 661 673 686 698 710 722 13 14-980 758 775 792 808 824 840 .856 872 888 903 919 14 16-123 947 968 989 1009 1029 1049 1069 1089 1108 1128 1147 IS 17-284 1165 1190 1216 1241 1266 1291 1315 1340 1363 1387 1411 16 18-436 1414 1445 1476 1506 1536 1567 1596 1625 1655 1683 1712 17 19-589 1695 1733 1770 1806 1843 1878 1914 1950 1984 2019 2054 18 20-741 2012 2057 2101 2144 2J88 2230 2273 2314 2356 2397 2438 19 21-893 2367 2420 2472 2523 2573 2623 2673 2722 2771 2819 2868 20 23-045 2761 3822 2883 2942 3001 3059 3118 3175 3232 3288 3345 Note.— Gn the above type, a vessel of 5,000 tons Displacement would be propelled at the rate of 10 nautical miles an hour by 485 horse-power. 16 Referring to the foregoing Tables, A, B, C, D, according to the class of vessel that may be in question, the marine horse-power (H,P.) required to propel a vessel of a given displacement at any required speed from six to twenty nautical miles an hour will be at once determined — for example, a vessel on the type of Rattler, of 1,500 tons displacement, to be propelled at the rate of ten nautical miles per hour, will require 152 horse-power. In like manner, the speed corresponding to a given amount of displacement and power, or the required displacement to attain a given speed with a given amount of power will be seen by inspection ; also, the theoretical results presented by these Tables can be compared with the actual results of steam-ship trials. Whence, it may be determined in what degree the locomotive performances of different vessels may be respectively superior or inferior to the analagous type of ship on which the Table is based ; whereby, the relative merits as regards the loconiotive performance of different vessels may be compared, and the cause of difference be enquired into and approximately ascertained. These Tables may be referred to as indicating the following general principles in connection with Steam Navigation, viz. : — It may be remarked that the vessels Rattler, Fairy, Arrogant, and Hogue are of such different classes that the elements of construction of their immersed bodies embrace the ordinary range of build, whether for packet service or for cargo. In order, therefore, to illustrate the differences of locomotive eflSciency, which are incidental to the differences of construction of these four vessels, the notes annexed to the Tables A, B, C, D, may be referred to, by which it appears that vessels of 5,000 tons displacement, and having their immersed bodies constructed on the respective types of 17 Rattler, Fairy, Arrogant, and Hogue, would respectively be propelled at the rate of ten nautical miles per hour by 336 H.P., 370 H.P., 441 H.P., and 485 H.P., which numbers are in the proportions of 100, 110, 131, and 144, thus affording a general idea of the differences in regard to Power, which would be required, in order that vessels of these different constructions may produce similar results, that is, in order that equal displacement may be propelled at equal speed, and since the im- mersed bodies of Arrogant and Hogue are analagous to the general form of ships constructed with a view to sailing properties, we may infer from the above calculations the amount of sacrifice likely to be incurred by applying the screw-propeller to vessels originally built for sailing, instead of building vessels of a form better adapted for mechanical propulsion ; or at least, this method of investigation will assist in determining on the mercantilfi propriety of such conversion of ex- isting stock in comparison with building new ships. On inspecting the Tables A and B, they will be found to present this remarkable result : namely, that the Table A, on the type of Rattler, the length of which ship is under five-and-a-half times the breadth, gives a higher result than Table B, on the type of Fairy, the length of which ship is nearly seven times the breadth ; for, by Table A, it appears that a vessel of 1,000 tons displacement on the the type of Rattler will be propelled at the rate of fifteen nautical miles per hour by 391 horse-power ; but, by Table B, on the type of Fairy, it will require 427 horse-power to produce the same result, though the elements of construction, on which Table B is based, are, as regards the ratio of length to breadth, much more analagous than those of Table A to the elements now generally received by steam-ship con- structors as most conducive to speed. In fact, the locomotive 18 performance of H.M. screw-ship Rattler has, hitherto, been found superior to that of any other screw vessel, whether in the Royal Navy or in the merchant service, with which comparison has been instituted, as shown by its giving the highest index number of locomotive performance, when tested by the formula referred to ; but, having now held this pre-eminent position for twelve years (for, Rattler was designed in " 1841,") it is, of course, to be expected that amongst the multiplicity of rivals of modern construction, and the confident preiensions to superiority advanced successively in favor of each ship of the most recent build, the Rattler must soon assume a secondary place : until, however, such superiority shall be realized the Rattler may be regarded as a type of form and of engine adaptation thereto worthy of the study of steam-ship constructors * and the attention of steam-ship proprietors ; accordingly, a further Table, E, has been prepared, which we may call the Key Table for vessels on the type of Rattler, extending the range of displacement to dimensions which exceed the greatest displacement of mercantile shipping hitherto built, thus affording the means of comparison with modern ships, and also a test of the progressive advancement of modern science and art in the important work of steam-ship construction as exemplified by a progressively improving scale of commercial eflSciency. "> In an Essay on •' Marine Engine Classification,'' published by Weale, London, Mr. Atherton has endeavoured to ascertain, from a comparison of Rattleu with other screw-ships, what principles of engine construction have conduced to the best results ; and it is worthy of remark that the effective power of Rattler, as tested at the Dynamometer at Woolwich, 29th September, 1851, was found to be 84 per cent, of the gross indicated power, being a higher per centage of effective power than is known to have been attained by any paddle-wheel vessel. 19 53 o n H a ^ i «^ I ta S«i S ■" ■ t* § S 2 ® 2Q 8 00 1 E-l § § to ■* CO f-H OO t* rH-lN 00 to e» OO CO — ffi ^ t> 928 1180 1472 N O to rt O CO 00 (N CO r-IN IN d ■* CO CO n ■* o § P4 CO N CO lO — I^ CO O CO CO »o to 865 1100 1374 1690 2051 2460 2921 3435 4007 O s 00 04 O 05 t- O lO M •^ —IN 00 « CO CO CO -H « ■* CO 800 1017 1270 1562 1897 2274 2700 3176 3704 g o P4 — H Ifl C^ OJ -Xi — rH IN 05 CO Tl* O o 732 931 1162 1429 1735 2080 O O 00 t^ O OO ■* OS CO (N 1:9 CO o o Oh R m — CO 00 CO Oi 0> CO o t^ 00 — ' (N CO >r3 O O OS CO '^ ■* CO OO o — t~ 00 OS CO t* IN lO 00 2230 2623 3059 o sous (N CO l^ "fl rH CO CO 1961 2307 2690 8 CO OO IM CO o to rH r~* OS CO 03 CQ -H rH CIO 1-H CJi CO o rH (M CO rH CO IN to CO M ■^ US !>. 901 1093 1310 • 1^ CO CO ua GO <-» ^ l-H (N § P^ a (N 05 CO IS CD IN to OS rH rH IN to •* « as CO t^co »0 (N t^ »« (M Tt< CD 0:1 IM si 05 QOCO to t^ cq to IN O rH (N CO IN OS CO OS OS IN CO ■* to lr~rH CO ^-1 '<** CO t* §3 to CO l-H )— 1 1-^ O g (N n rH rH (N IN 00 CO o CO to CO CO -"fus ocot^ (N t^ Tt* !>. CO O CO (M »« -^ CO (N •*** «>- g IM P4 CO 00 (N ■* to O lA OS to Tt< <7S CO rH -H IM to t^ « ■* CO tH CO •»< la T-H ■*J4 to to CO 05 01 CO ic :o 05 O O CO TiH ^ CO OS 134 184 245 t~co -* rH O O co^ >o O CO C^ §i28 N -^ 1— 1 rH rH o 1-1 a' s§§ cq CO CO IN CO 01 rH rH . rH IN CO SKS; to o o (N CO O rH r-l CCl to OS CO ill o Oh a S2^ CO CD rH eo^ to OS rH CO t-O (N rH rH us CO to »o CO eq rH rH (N 00 >ot* CO rH to (N-COCO g CO to t> 00 O O rH 1-^ l-t IN CO ■* >o to I> rH -H rH 00 OS rH r- IN 20 n < Eh I e "* <» i. ^ ?3 05 o V. S a s *" J 1^ ST' El S a o O I- a. OS* s 05 *^ rH 05 1 5 £ N "7* TO iH t^ CM TO W 1 H« «l* c > z Ti< to to o c c If > S -* •* N 05 «» N l-H HW c > a TO »■ -H N 5 £ TO O 'T' TO TO c > fc TO O O tH tr w g § ^ 3 Oil «Bt HM c > ;s t, TO o P c > M i " s fe- g g , r^l-t c ^ ^ Eh us n O rH « N fa TO CM « ^ o 5 «5 1-H TO t~ ua C» O OD O C4 H O ea a b hi ^ < m Length ( Breadth Mean De < Q o % Cc 1 , P3 Y c O - •aaiMvn 01 < ft lYNOII'HOJOaj o (= SNOisNaniQ ^ 21 From the foregoing Table, E, it appears that the power required to propel steam-ships of similar build at a given speed does not increase in the same proportion as the size or tonnage of the ships, for, by inspecting the Table we observe, that if a ship of 500 ton's displacement be propelled at the rate of fourteen nautical miles per hour by 200-horse power, a ship on the same type of build, but of 4000 tons, heing'eight times the displacement, will be propelled at the same rate of speed by 800-horse power, being only four times the power. It appears also that a considerable decrease of displacement, consequent on the decreased immersion of the same ship, by reason, for instance, of the consumption of fuel during a long passage, will, if the same power be exerted, be attended with but a comparatively small increase of speed, for example, if 3000 ton's displace- ment (see Table E) be propelled at the rate of ten nautical miles an hour by 241 horse-power, the reduction of displacement to 2000 tons, caused by the consumption of 1000 tons of fuel, being a reduction of one third, will, with about the same horse-power (viz., 245 H.P.,) be attended with an acceleration of speed to eleven nautical miles, being an increase of one tenth only, supposing the operation of the screw to be equally effective when working at its reduced immersion. Hence, if the working power during a long passage be constant, the speed of the vessel, when at the mean displacement, will give very nearly the average speed of the passage under steam; accordingly, the following Tables, illustrating the capa- bilities of steam ships, have been calculated with reference to the mean displacement consequent on the gradual consumption of coal during the passage. 22 SECTION III. TABLES INTENDED TO SHOW THE CAPABILITIES OF STEAM- SHIPS ON THE TYPE OF H.M.S. " RATTLEK," FROM FIVE HUNDRED TO TEN THOUSAND TON's DISPLACEMENT, EMBRA- CING THE MUTUAL RELATION OF DISPLACEMENT, POWER, SPEED, WEIGHT OF HULL AND EQUIPMENT, COALS, FREIGHT, TIME THE COALS WILL LAST, AND THE DISTANCE CAPABLE OF BEING TRAVERSED WITHOUT RE-COALING ; WITH DEDUC- TIONS, SHOWING THE PROGRESSIVELY INCREASING DIFFICUL- TIES WHICH ATTEND THE REALISATION OF INCREASING SPEED. In illustration of the further application of the foregoing Tables to the solution of enquiries as to the capabilities of steam ships, the following series, Nos. 1 to 13 in- clusive have been constructed as tables of reference for ascertaining, approximately, the capabilities of ships of various sizes, for example : — 500 Tons mean Displace- ment 750, 1000, 1250, 1500, 2000, 2500, 3000, 4000, 5000, 6000, 8000, and 10,000 tons. This series of calculations has been based on the assumption that the vessels shall have been constructed, both as regards the hull and the adaptation of machinery thereto, on elements capable of realising a degree of locomotive performance not inferior to that attained by H.M. screw steam-vessel JRatiler, as indicated by the index number deduced from the formula ~~- being not less than 862, in which formula H.P. = j^i^ the unit of power being thus assumed at 132*000 lbs. raised one foot per minute. 23 « agreeably to the engineering practice, which has been realised in H.M. packets before referred to. These Tables present a system of investigation, whereby steam-ship proprietors may approximately determine whether or not a Stock vessel, proposed for any contemplated service, may be expected to meet the requirements of the service in regard to distance to be steamed without i"e-coaling, time of passage, and amount of displacement available for passengers and cargo, also to aid them, in the case of building new ships, in originally fixing upon such a size and class of ship, and such an amount of engine- power in proportion to the ship's displacement, as may be most suitable for the specific object in view, observing, that in these Tables, the weight of the ship's hull and equipment ready for sea, exclusive of engines, coals, and cargo, is taken at 40 per cent, of the mean displace- ment ; the weight of the engines and boilers complete is taken at one ton per H.P., and the consumption of fuel at four cwt. per H.P. per day of twenty-four hours ;* also, the favorable and adverse influences of wind and current are supposed, on the average, to balance. * The weight of the Hull and Equipment, with reference to the mean displacement, will be materially dependant on the build of the ship ; and the unit of H.P. having been taken at 132-000 lbs. raised one foot per minute (which is about double the ordinary average commercial unit of nominal H.P.), the assumed weight of one ton per H.P. for the engines, and four cwt. per H.P. per day for the consumption of fuel, is nearly in accordance with the best realised practice of the present day. The saping of weight which will, doubtless^ be effected by improvements in ship, engine, and boiler construction, will increase the proportion of displacement, available for freight, above the limit calculated upon in the Tables, which have been based on data already realised, 24 > 3 O _ o g ■33ae)S!p 9000 6720 5192 ■* TO {N TO OS eq rH II • • (N 6 b- a CD -* (N i-it~l>. CO TO O T-l 1-1 iH O 50 !35 JOJ O I-l ^H I-H IH r-i rH 215* 1 • at •aDUBisip SuiuiBajg fcS O O "^ a 50 lO TO r^ r-i r^ CO 00 •arai} Saitnsd^g ntat- fH tH O 50 CO rH rH «S-*TO UE No. 1. Index Numb JOJ aiqBjiBAV OQ O) O CO S O O CO O .«0 CKl i-t i-l rH 05 la >o OStO (M O D3 of o g •aonBjsip SaioiBsig a ggg CO w CO M ri rH N "S o r^ •3011} SaiaiB3]g Q rH O M » TON 1-1 C5 asib O TON rH rhTO N o N I. 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(N oq rt 03 TO TO rH rt 6 03 CO -* rH r~i r-t 6 6o ■jqSiaj^ JOJ a|qB[iEAV CO Z o ^ CD -i* CO COt^ CO »o tH •O lO »o (M tH CO COrH TO TO (N O «3 «5 »0 eti o CO ^ ^ "^ CO O ^ TO *0 rH 03 to rH TO TO TO CO CD tH rH CD U3 (MTOi-i •SaNION a auv □0 Z o 03 CO(N MTO rH CO O (M - O; rH hH Ttl «3 no eq o CO CO cq CD »0 CO CD ©? tH CO TO CO 03 rH CDOq l:^t^03 •UHjioa- asaojj a CC tH CD rH CO t- rH rn N CO CO eq CO TO rH TOiOt- CO o eq 03 IH Ti< rH rH (M O CD CO - g cq CM ^ CO O t- CO OS CO •IBOO S O CO CO 1 SS5 O CO o (Mr t^ CO- CM CM CO. i •aniiX Q tH cb K) ^ CO CM- CM. OCOi-1 CM rH cb c5o b- CO 05 (33 CO CM tH tH rH CO t* 00 CO -JBOO OO rH CO OJ'M ^ UO O l> o T-l C CO CM tH tH |S8^ •IBOO, § CM CM CO (3i O CO ■* CO I> t- CM C31 •arajX M CO CO iO » CMCM . P tb>h >rj in ^ (33 T-l tH ■*-*cji cbcbcM PASSAGE. 500 Nautical Miles. •oSjbo 2 CO t^co 1 ?5S^ tH i-H ^ COr-t 00 CM CM iH CM tH O UO tH !>. 1-1 •[BOO Oi a rH -^ OS O i-H iH iH ^ OCO CM CO CO coVh Oi 00 CD •3"i!X p i?3CM (M 00 CM i-l CM CM Ac 118 1-14 1-12 05 •samoN a QNV iHoiaAi S coiO C- S T-l CM CO g CM CM CM CO CO t' vco t^m .CM CM CM coo o CM CO O CO.CO tH CO 05 00 ■^ C33 UO no OCO CM O 00 CD l> t- -aaivoj -asaofi a, CO u3 l> ™ rH CM CO W CO CO t> lO t- 03 CO o o CM CO O T-f rH CM to 03 00 ■ lO CM CM CO -HuoHsaa -aaads IS CO t> c» SB CJ> Or-I t-l T-l CM CO "* tH rH rH iO CO t* 00 o> o rt iH CM 43 S e CD 00 I; CI § ^ -i » H N *A n CO ^ § t* H O 1. »o M H (0 'fe^ a ^•0 S 03 O < < H Ah § 'oSjeq CD CO r* lo"-^ - '^ O "^ 00 tH < CO CO Cq r-T T-l So? M -* S < H •pjoo •aoiix :)( tD CO t* o fiOi-l o> g i-rn IM T-l O (N a> CD CO osrco-* 1-1 Z CO OtH g 00 CO (N I;- CO CO CO CO CO t* (N IN rH •[BOO •sinjX " tH ooo 0>tH 00 iH -* ■^ CO CO O "* CO tH t-iM CO IM (M OS OJ Y-l . lO lO (N OS CO lO lO CO CO CO I> 00 OS'O ^ O CN Ci . cq CO -"ii iCi o c?^ CO i-l CD i-H C?q C<» cq T-i OS t^ \ci ifs Csj oj CO w::) kcs CO CO CO -"^ »o CO tr- •«noHHaj— aastis ?Ot"CO OSOiH (NCO-^ 44 " CO 1^ 8 e CO 00 ^ ■ § a n g o o o « •-• (0 H H g I a PASSAGE 6000 Nautical Miles. •oSjb3 m iz; g ot^«o H5j1 «^ CO £0 ^ Oi •lEOO i Si2 ^ O 00 CO oq o] i-( t-H 13-21 1212 11- 9 O «5 6oi PASSAGE 2000 Nautical Miles. -oSiBO at is g O (M 05 S3^ Isi ^|S •IBOO 03 iz; CD a> cq 1-1 lO CO CO id 03 CO &i^ •staix H 13-21 11-22 10-10 teeo-* OS03 1> CO O CO Cq rH (N PASSAGE 1000 Nautical Miles. •OSiBO O H <0 CO i-l us »0 «5 CO(M rH rH Cq o •IBOO 09 Z g ^^3 t-«o CO t>as 1-1 rH CO N CO CO to CO rH rH rH coco 5IS •atuiX ^ lA UA rH rH C5 ■* (N N PASSAGE 500 Nautical Miles. -oSjbq 1 EH CO CO U5 CO ■* (N lO W5 »0 CO 05 CO ill r-i -1^3 g -1>.CC1 O rl (N CO g^S §M CT CO CO O - •SaNION ■nan ^° tia 1 Eh ill ■5*1 CO ■* CO r- >ra •* U5 «0 CO cot- J>O0 05 O rHCO rH -H rH ■naiiod -asaoH 40 05 ■* CO --Jt CO rH «o 1-i r^ o ■*»- O ■<* CO »o ■=(< to 'vnoR «ai- -aaajs cot- 03' Oi O rH (N CO Tjl I-l rH rH «3 <©4>» i-( t-i ri CO 05 O i-l rH (N 45 &5 -e R Q rt (N 00 h. <» rO . § * J* !^ e H m -§ ^1? H K< ^ n CO < § t* H o o « i-H w 't^ M Pi s H H m hJ p.. a s PASSAGE 6000 Nautical Miles. -o3jb3 1 iS^ ^§2 " •[BOO to— °0>0i0 -*COOJ — ' -[BOO Soo-*oJ ooo at 13 •soiiX D. H. 31' 6 26-19 23-10 20-20 18-18 17- I 15-15 14-10 PASSAGE 3000 Nautical Miles. •oSiBO 2 — CO CO 00 o> to — 1 •1^00 gSto— tomo ooto •atuiX D. H. 20-20 17-21 15-15 13-21 12-12 11- 9 10-10 9-15 PASSAGE 2000 Nautical Miles. -o3jbo SoO-So tDOCO >a-J3tO ■* •IBOO g ©o»co o>co«» (Noom CO fiooo-*! t^onto o •a«3!X J .^iNO tDoo^; M25S 2 J m -^ 00t> tO!0>n "3 PASSAGE 1000 Nautical Miles. -o3iB3 gQto« 0002; jjSS r*S •poo |§SE;. §-| ^co^ «oo -3U11J, PASSAGE 600 Nacttical Miles. •oSaB3 S SgS SSS 2§S SS2 ° f-StO SSS -^-^iSS .io -saNISN a QNv iHaia^ m 0>tOO» t^ ■^ 00 (M .0 CO CO O OJ S2 rl !?* ouisu^ua ia:o«o t--i>.co o>o^ c^ ^TiS -■saaiOJ-asaoH (^ e»^u> oipcob- coosto a'SS 2?^ft . i-Hi-i (MdCO ^lacB i}»aao ■anoiraaii— aaad'S StBt»CO OJOrH <^2^ '^Srt SS§ 46 f^ tq ■-« a a (N CO lO 00 00 QO CO CO •* CO IM (M 01 •1003, 03 g >Or-l t~ t~ t>00 (M CO Tff CO 00 rH CO rH CD t* as tH (5S T-t •3™!i, to t> tOa rH-iH . '^ COCO OJO I> (N (M (M a c=> PASSAGE. 4500 Nautical Miles. •o3jb3 QD g COOOOVi «DrO CO t- t>CO I>-CO CO uO CO lO UO ^ CO 00 CO C<1 00 (M •IBOO co g COQO "0 C^ «3 CT (NCO s 00 Ttl UO CO CO T-ICO- 00 OS ■aniix d 31- 6 26-19 23-16 20-20 18-18 17- 1 V* rH rH rH CO a -f4 a CO o h! CO CO o < B ' 1 •oS^B^ 1 g Q0>O <5i UD -* 00 00 CO ^ CO COUO ^ 10 CO CO tH coa<) •poa CO K H 1>10 CO CO 00 -*- T-i rH (M- 00-0 o> 00 »o CO CO "^ 11^ •ataJX Ph (J^ (7q rH t- ^ (M T-H i-H 13-2}. 12-12 11- 9 00 05 r-t PASSAGE. 2000 Nautical Miles. -o3je3 CO la g iH CO CO CO »o ura CO ■ ■«* CO CM CO r-+ •F90 CO Z T-t CO CN 05 (M CO i-H i-H >0 CO CO 100 CS G^ CO CO CO 10 CO (M Oi CO-* ^ 00 CO -araix d 13-21 11-22 10-10 CO 00-* 6>do i> ca i 10 CO rH tn H. CO ,H S ' i -oSjBg CO g 00 00 !:» CO CO CM t-CO CO Hfl CO CO 10 -TiH CO -ct* rH (M i-i •[BOO- [O tH-cd 00 (M-CO CO CM 10 rH i-t rH rH CO t- OOrH^ rHCq (M •^ CO 00 (M (M CO ■8WIX d CO-CO 10 co-,ioib 10 Ti( OS ^ "t^ CO rH VO CO rH (M Mcb !N OS-* r-J r-J IN iH PASSAGE. 600 Nauticaj;, Miles, •oSjbo g g 10 IM iH iO CO 00 00 00 CO CO 01 CO i-H UO r> i>co coco OQ.(M rH rH IM rH 'Cft CO rH rH ■?™x a d oi A (j^ 00 C?^rH (fa NiH 1-18 1-14 1-12 OS t> At tH 'SaKION a aNV XHOiaj^ CO Z CO I>Q0 (M coco CO CO rH OOOSO 1112 1221 1345 -* OCO 00 -* rH ^ CO 00 r-t r-A Y< ■aaM.oa- asvo{j CO (N 00 coio t- tH (N (M rt 100 iH H (M (N COCO CO COrH ao OiO i-l T-( rH (M CO-* rH rH rH voce !>. rH rH rH 00 OS rH rH CM 47 s 00 V. I-C5 « a ^ PASSAGE. 6000 Nautical Miles. •o8jb3 z CO (M c^ CO «o 00 cq G^ S OS th i-f 03 uo OS (?c( c?q POJOIOO tOiOCO (M •IBOO CO CO O t^ -^ O CO oo Z CO lO 00 -* C>» ,H CT uo O CO "^ lO I> OS T-H CO >o •sraiX jj CD t» «0 OS O t^ O CO Q th »b At- t- ihnjq oos " -* CO CO (rq (M (Jq (n i-t PASSAGE 4600 Nautical Miles. •oSjb2> w lO 00 »0 CO iH t* ^- UO rH a COCOOO OOt-CO OOtHIM O OOSOO I> CO lO CO(M •[BOO toOt-O OOOiO 0(N0 SyuOCO-^ lOOSCO CJSCOUO O (MCO-* >0 CO 00 OSiHCO H "H 1-1 •auiiX • to -OS CO OOOiH no oos .T^T* "t^V*. T'T^. a A CO M o 00 ^- ih tH a^ PASSAGE 3000 Nautical Miles. •o3aB3 m CO -* OS 05C0C0 CM OS CO CO Z t> 00 t^ >0 O -"^ CO' O O O OS OOt-CO UO ■* 5CO(NOS t~c010 CO,I>0 CO Oi-ttNCN CO-^UO COt>OS O •auiiX ,.; O rH ITS tH (N OS O UO CO UO CO ffOCO COt- •ani'X »ii-iiNO' coqoth cooco CO us W o>o " rH T-H rH PASSAGE. 1000 Nautical Miles. ■oSjeo mlMOSt- COOSIM ffqt-CO trOCO 25 CO OS UO O CO CO l>CO-* O »0 1> o Soo OOSOO t-COlO tHIM f*- rH rH rH rH •IBOO guouot-' rHCO>0 OOOO -*lMe!I 1 «,>os goco g.-«o ^g^ ■araix a «««■ O^OS rH^^ OS^r. p (bib^b TfH -^ cb CC>(WCN (?^ tN CN — .— ^ — , — , PASSAGE. 500 Nautical Miles. ■o5jbo Cfl CD 00 CN lO 00 as 00 (M r-( '"Jl Oi l> SS-^i-HOO C0t>0 .(M.COCM OiTjlCO Oi-Hi-HO 00505 ,00t^<» '^COrH, H' rH i-H T-H i-H •1800 S l>.0.00. (N CO G^ OCSO (N CD rH 5 (M CO ■* CD t* Oi i-H tN lO t> OS CN P rH T-H tH t~H i~H ff*1 ■srajx j; rHCO-* OOffqrH 00 •* O OBC^m p cbJ rH iH tH rH rH rH rH •samsNg: onv nag ao iHoia^ n5oco-COCO 1 Soo-00 ososo jHgc, 30J5 «ocq •aaivdi-asaofi (^^ §S^ ^S^ J:;§S §S§ Eigg . ■^'°°^. SSS COTj<10 C0t>05 033 03 rH rH rH -aflOH «a J— aaadS g--COI>00- OSOrH <'*J2;2! SSrt JhSS is '"' 48 CO CO u rO :! ^ j^ e -^ a ^ H yA • rt) n ^ o o to 'o^ H ^ w iz; ti I s S Tin O -l o CO o - to TO •[BOQ •araix ■oSjbq «IB00 •araix CO T-H T-H CO 5^ CO P3 »0 to 'r-H »0 O 50 to OS CO o <>» 03 O CO O <0 05 CO O ^H *0 a i-i es cd O CO M i-l (N CO CO o CO t- t-t^ r-i «5 »0 CO *0 CO r-< CO 03 rH oa CO o >o CO CO ■^ 05 to to t-os o o to iO iO CD i-H CO >0 Q Ai to ra " CO oq c* O CO rM N rH 6 03 I?- (M f-H 1-H »o o oj r^ f-H 10 ■* M •oSjb9 OQ 00 to O 55 *0 OS CM' O c-a CM CM fci i-H 1^ rH •lEOQ •sonX •ogjEQ "Foa •ani'X •oSjBg •IBOO OS O CO (M CM OS rH O CO CO CM oq Tt< CO OS t-USCO rH O O OS to ^ rH CM CO O sa "3 CO CO -^ Tj( 10 * to o ■>»< to o ■* t-os o o o (M rH (M CSS o lo 53 -C0 CO CO t-o O CM CO !>. CO rH £ t^COt^ » cr^ t^ c rH O CD rH O OS lOCO to O OS O O CO C3S Q CO rH O •^ ^^ 1^ r^ COCO ■* OS 133 1?- CO O CO IN rH CM CO «5 <0 CO «3 «5 «0 oa 0<< CO CO ia CM 00 CO S-^COCO CMrnrH « SrHrHrH r^ r^ y^ rH S CO COCO 5 CO CO rH g 1273 1198 1108 T^ oq 00 Tti cot- CO t^>a -* r^rH rn rHCM III O C3S CO CO OS 'OS «3 CO rH O •<* CO 5 ^ S •siuiX •oSaeg •IBOO •araiX •saNiaua ttnv 77nfl JO iH013^ •aaiioi-asttog >0 ■* 03 rH rH ■* TiClK) OS -"Jl rH rH rH rH CN CM CM CD CO lO CO a CO Q CD O \tc ^CO H rr rH rH 00 t-CO CO iO C0 rH CO rH o cq^-S Tfi.ego t»CO O (Mi"*t- r-\ rHjrH ^ HQOH «3a— aaajs S COI>03 a OS O rH OtOW OD OS O rH rH eq 49 g 1:0 00 « i 00 ^ H a -^ a? I--! |x| >i n CO S5 4< ,0 H H t^ • ("*^ N CO OR ^ H ^ M vi H H D m ■a! 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CO CM (M CM CM r^ rH t iO T-H O t^ -^i* CM CO "^ "^ CD OS rH rH - OO CO (>• CO tH CXJCO O t=H CO (M O "O CM CD CO rH CM CM CO lO rH O !>. -^ (M i-H CM CO CD OS rH rH CM CO •^ lO CO CO t- CO i-H 00 CO CO OirH lO CM t^ O lO CM •^ COOS S CD t> 00 "^ 2 T (MCO-* lOCD t* rH rH rH tH rH rH COOS O rH rH (M 50 s 00 II o , o ■ o to o» H ■Kl s p5 03 ■< U 1 ■oSjBQ CO 2069 1942 1789 oj CO o 1— C rH rH to 05 -i •[BOO o m ■* o O S Oi i^ O m " i> to to 2^1 (N CM (M •ainix n to 1>.» ■* CO « o> o t» §2^ CO -* 1 e ■o3j'B3 i o to (NO o CO OC CD (30 ssgg -H i-f •IBOO 111 to >o ff*- 1— !-!(- i •aw!X a d. CD 05 O CO (N CM O do tr» G<1 r-t T-t lO o C5i: " ■r-K 1-i O tH M 1-1 1-1 '-' -=i 8 03 o CO CO Pi a 1 IS •oSiBg C^ ^ ^ O ffq 5^ CO CO •-♦ QO t>iO 1—1 1— • 1-^ CO rH 00. rH T^ CD-Ol lO CM ■[Eoa CO 1>.0 (J) » OS CO (N tH t-( tH rH O lOiM rH rH (M 0(35 (50 rH CO Oi 00 l> < o 1/3 O CO (M ID M Hi < •oSjb3 1 t* O t* -* C0 02 (M T-H O cN CT <^q i-I ''t" CO CI CD r-! 03 CO c> iH I-I I-I CO (35 CO ^ ^ CM lO CO rH Oi i-i CD CD 00 CD 00 lO ff* •JEOO to g I> 00 CO t^ CO o T-l G^ CO C 00 (35 CO lO CO 03^0 O (M -J 1-H CM ic »h -^ H '^ ,-. < o CO o r M «! o < •o3jb3 CO 2 g 1-1 O^ <33 '^H l> CM CM rH CM CM IM CT>CO>0 CO C30 CO O (35 00 (M tH rH.. rH ■* -H CM CO CO t»iO CO .I GO CO CO O CO •[BOO in O CO 0> tH OD^tH \Ci CO CO CO Cn -* C35 rH CM CM O O CO »I0 rH t^ CO^ ^ cO- S5 •swix d CO CO »o CM qci eb-»b lb VO tH (55 rH _ rH 1* ■* (K) rHiO CO r^ (M cib mcM Cs^ 1-1 1— < T-H 1— 1 (N (M (M 00 (M is P-c O H o •< •o§aB9, CO g CO O CO rH t- rH CO CM CM (M CM CM c» l> 00 CO ^ CO rH O 05 CMCN.rH CO t^ o Oi GO 0 rH iH 1^ ^ CM iH iH ■samoN 3 anv iHOiajVV 00 O -i( O c» CO O tH CO c- C^ rH rH rH (M CM 00 rH 05 CO 00 00 135 y^ t-^ r-< S58 rH CM -* CM CM CM tH CO IM CO C5 CO UO t^ O CM CM CO O OCO O OCO CO CO 05 CO CO CO •aaiioa -asaojj pi ^ O c» CO O ■* rH rH CM CM 00 rH C35 CO CM CM CO S5g lO CD CO ^ CO CM 00 C35 CO 05rH ^ T^ -H S8S t> O CO rH CM CM ■anoHaaj; — aaads to I>C30 050rH rH r-H .-CD lO ^ cq cq cq T)( ■* cq 1-H ■* TH ^ cq o cq cq cq CO o cq ^^ ^ ^a> CO »o cq 1^03 r- -* C3 CO »0 rH 01 -* o^-^ Z O rH CO O CO -^ o O O CO 03 -^ T-H CO CO o O ^ CO I-H cq -n cq Tj* o rH r-. 05 c: to cq 03 i-H ■* rt cq cq rH cq 01 oq r-, . o »o cq nH ^ cq 6 o CO 03 Oi 03 03 t-1?- *0 CO 03 cq ^ -* CO t^ CO cq cq cq CO -* cq cq CO r-H lo CO cq cq cq cq ^ CO cq o i>.»o cq I-H rH •^ *o CO CO O CO cq G5 iO oi cq CO CO Z O 1^- o o cq cq c3 CO O CO lO cot- ■* >o CO CD W 03 0^05 03 C5 O i-t -^ Ol CO CO " cq -# CD CO CO ^ lyH 05 03 1?. CO O CO cq i;H cq CO ti o CO »o cq io »b -* •oSjb3 •[BOO •aui'X ■oSjbq •[BOO •a™!!- •aaiAOd-asHOH •■HfloH aai— aaads 01 CD CO CO Z t^r; CO O 03 CO t^ H cq cq cq I-H ■* cq ^ cq CO CD "O CO cq cq jq t-.'* cq I-H cq o cq o CO cq cq r-i Ol ■* CO ^ CO "* *o cq 05 w3 i:^ CO CO W3 I-H CD O C» cq 03 CO cq cq CO CO CO Ol o t~-* Ttl -* o 1^05 CO I-H o cot- 03 t^i-l 05 O Q._ CD W5 "^ iO -* 05 r^ I-H ■* ■* C3 05 ^ I-H I-H rH I-H cq cq cq 03 X3 cq oi oj I-H O CO Z- O »0 03 O Oi CO (>. H cq cq cq' 03 -* t- 03 CO CO CD irtT^ cq cq ffq CJ3 cq 03 I-H -* CO CO I-H Ol c^ cq I-H cq o 03 I-H -^oq 03 111 I-H CD ^ o-co t^ oq cq oq >o CO ■* I-H o O coco ■* CO "O o iO O CO •^ iO .>0 1* cq rH CO cq oq oq oq i ai CO »o oq Z l>- I-H t— O O I-H I-H H oq cq cq 11 05 CO CO CO oq oq oq oq *o t^ cq CO t^ to I-H CO CD CO CO CO -H t^O CO O C5 03 CO CD Ci -# ^ . CO »c oq P-- 1^ i-i t— I-H Ol CO CO CO oq io t-oq CO r^ to I-H CO CO I-H r- o CO O 05 05 CO CO I-H cq cq g CD1>03 Z cq CO 1(1 i-l rH I-H 52 Ds tl5 -e s « ^ r- 00 !» '« •o IH ^ • o N !2i -^ s* H *«N ^ FQ to < ,°- t* H o o ■ ^5 « <;o 01 '^ H Ph M ^ f4 ^ H t:> tn i PASSAGE 6000 Nautical Miles. •oSjb3 • W ^H ^- .^ Z t~ O 05 O 1-4 O !>• H CO CO OJ to 05 O W IN — *0 Tf t^ to ■* J>. "3 — to l> ;:■ •[BOO to " «5 -O Z O) CO IN O to 05 IN H — 1550 1915 2318 O o to IM CO CO 00 o CO •araix jj to t; to O 5i CO CT 27-19 25- -22-17 20-20 19- 6 17-31 to «3 PASSAGE 4600 Nautical Miles. •oSiBg tons. 3257 3118 2944 2739 2498 2220 00 00 to St"* 05 "O -H >o to §2 •(BOO TONS. 518 701 918 1162 1738 IN CO 05 IN to CO 00 •3i"!i D. H. 31- 6 26-19 23-10 20-20 18-18 17- I a) O OS iJs ■* A 2 J^ 2 — PASSAGE 3000 Nautical Miles. •oSjbo Z -* CO as O CO IN O E^ CO CO CO cS"2 05 C>- »0 IN IN IN 2252 1952 1614 g§5 IN 00 CO -[UOQ OS >o r» 'N o s ? s lO I> Ol C* ^ lO I> Ol -1 1375 1615 1873 2151 2448 2761 -arajX n. H. 20-20 17-21 15-15 13-21 12-12 11- 9 1010 9-15 8-22 00 OS 00 4) f» r- PASSAGE 2000 Nautical Miles. •oSa^o TONS. 3401 8313 3199 30C2 2898 2703 GO C> W W Ol rH 108 9151 1661 CO ■IBOO TONS. 230 311 408 to 00 IN ^ CO *> Its to c- 2S« OS O ^1 -* IN — CO CO Tt* ■*■ to 00 •9<"!X pj -1 IN O » IN IN — ' o sis to 00 ■»• C5 ob t>- ■ mom IN -Ttco tb to "S TO O IN <: «5 -^ .-4 ■5C PASSAGE 1000 Nautical Miles. -0?JB3 w 05 .— ^^ Z »f5 05 O o -^ CO CO H CO- CO CO 3191 3057 2896 2710 2490 2239 III CO — 00 1^ -IBOO TONS. 115 155 204 X 05 CO CT 3 m III t>. 00 o> i§ •ainiX pj CO ih W5 ta -)< m 3-11 3- 5 2-23 05 •a- — CT lj« IN OB O IN Ot PASSAGE 500 Nautical Miles. ■oSjbo tc CO O (M ^ QO CO ig § CO CO CO tot- CO « CO OS csi ^^ a TOOT IN »0 W5 irt IN IN 05 00 •£! TO IN IN ca OS 00 »-* CI (N C35 1111 689 222 -IBOO 2 !>. b» C5 C5 05 TO IN ^t5 05 05 C3S (N en to X. (N IN TO CO oo o lO oco CO -^ '^ to iot>. ^ t^ TO »o o to •aiuiX D. H. 3-11 2-23 2-14 2- 8 2- 2 1-21 1-18 1-14 1-12 0> tN, to T^ A Ai •* IN 1-1 -^ tIh A 'SaNION nan JO a QNv iHoia^ f< IN IN IN OS TO O t- 00 — i «o t^ OS IN IN IN O O 05 CO .«< .* TO CO TO *"• t>- CO CO CO Tj* o m OS TO IN "^ ■-0 0-* ^ «5 uo -HajAOd- asBoji *** 00 TO 05 OSOT O t^ 00 rH d TO U5 O O OS to T»i Tfl to uo o -H t^ CO Oi CO l>, (M O 00 2230 2623 3059 ■HflOHHaa- -aaads * tOt>.03 z' O! O rH i-l r-l IN TO ■* r-t T-i r-l *C «D !>. i—i r— ( I— 1 oo 05 O r-l rH IN 53 54 s GO ^ H tf (0 a o < Pi Ed. 5- •oSjbo, m O oO >— < » O «s to O Tt* i-l CO t^ « o -^ ■* ■* 03 CO IM to »ra I— 1 to 3138 2550 1899 00 . t- Cq I— 1 T— 1 CD U5 1—1 1^ to »C5 rH 1-1 D3 1-1. iJ- 12;.- •oSjbq CO P-+CO !>. 25 . O irt CO o H lO *0 W TO a> ■* O '^ t* 00 ■* o Tf -05 IM CO O 1^ 1-H rH Ctl CD O ■* rH - N T-H I-( iO O OS r-Hi-l jb -^ CO i-i 1-1 rH cq t>. rH '"' ^^ . (fq iM 4h r- rH rH cs < S 03 O CQ CO < (l4 < O ■oSjbo oo CM t^ M Z ■* CO 03 O CO '^ C<1 H lO <0 »0 CO "^ CO t* OS t- O i>- -<:t* *o -* ■* lO iO CO O CO 1-^ ^ CO CO 03 rH »0 p. CO C>J CO o •+ (N (N r- "58 05 CD •[BOO 25 CO »0 CC O -* CO 03 t-O CO O CO CO I-i (-1 r-l CO OS 00 CO CO ! -^ rH T-i rH OOS CO 03 05 CO cbl^-^- 05 o < Pi m i-i z •oSjeo m oq CO CO a IN O! 03 H "O >0 "O (N t* CO lO >o "^tl t^ CO rH cq CO «3 rH CO rH CO O rH •IBOO or CO "^ lO- CO CO CO I— 1 05 t^ rH CO C.*o E^ »0 *0 *0 N O 03 >o "O >o OS r-t OS ^11 ^ COt^ CO (N rH CD (N l>- CO CO - Z CD r-H 00 O rH ©q CN EH ojcocn K3 'll CO CO ^ o CD (—OS O rH N rH rH rH o>o O »0 rH (35 ^ CDl^ j^ 1^ r^ •araiX" p- & lis lo . •O -* 05 ^.^ CO 05 -* rH T^ v^ r^ oq « (N CO "3 IN , ■*» rCl i '« s> ■t<^ U fe» 'S ^ Q o .^ a 'ts 5 s <^ • e* O at !« O 'S. o ^ f^S H i>Q R « C3 P i » "2 1 CON ssed n 5? M 2? < pL| o ES "«i Q BIT esse <; *M i-«: H •« e "^ Id ^■^ 5 g § •** hip c mber team^s X Nu fcin K KS ;M •S 'TS 0» K^ (/2 C0 00 CD CO ■'tH 05 CO a -^^H OS (N T-l CO O COrH OOOiO Eh rH i-if-i GO CO O) OS lO ^OtJI tH 00 lO !> COCO to CO t> COO 00 1-4 05 CO CO 00 -^ to CO O CM CO 00 0(M COrH OOSCO O t>» CO OS WS O tN lO 00 CN tH T-4 rHT-H (M O b* W5 CO (M »ra CO cq CO OS iO OS '<:tf OS -^ iH iH <>» (M CO • b-cNiOosco ^ t> uia -^ »o OS • tH (MCO"^ lO tJ< lO 00 I> - 00 •'d^ lO CO 00 ■Tjl »0 00 "tH CO C" CO 2; 00 uO OS O OS O CO CM O OS CO £ r-i iH tH QOCO t>T-I CD ■«;*< '^ OCOrH b- lO CO O t> 00^ l>OSi-l CO CO uO tr- lO O t*-^ O CO Cq iH iH i-H 50 awix to COCDlCOOl S5 O CO 00 "^ IM O lO CD I>OStH 1-H uo cq O tH tH 1-1 CN CO iH tH tH (N - CO O lO tH (N CO iQ CD CM • O '* CO (MO 00 S tH tH iH tH lO WO CO CO CO UO CO 00 lO 00 CO CO -^ (M OS oo»oo o (M CO O OS CO (M OS 1> CO O CMiH iH iH tH no C<1COl>W500 "«i(t*COlOCM Ss ©qcOiOOS"^ CDCD l> OS CO oa lO CM 00 CO 1-4 &; 00 CO lO 1-1 ^ O -^ CO (M rH OS £ tH r-i r-t 1-1 lO CO O iH CO O -^ CD lO 0> OS b- lO CO rH 1—1 "^ ^ ^ OS OS tXM CO o (M O CO uO (M l>. fe! 00 CO O CM CO O CO^'ii CO t»00 ■^ CO WS CO uo OS 00 OS iM t* CDCOOCO U3 kOi-l Oco i-t b- CO 00 CO CM O CO CD O -Tfl r-l T-t iH CM CM CO vO rH O CO CM l> -^ -^ CO -^ CO rH CM CO -^ lO ^iHCMcJSO OOCOiHiO COOSOl>0 S 00 OS p r-j CM r-j CM COOSOtH(M CX>OSOi-HCM 1-1 tH T-tTHrH »H iH i-H aawnssv o H < 03 H 8 8 § I 67 Referring to the foregoing Table (H) it appears that a ship of 3000 tons' mean displacement, of which the index number is 862, will be propelled at ten nautical miles per hour, by 241 H.P., and that a passage of 3000 nautical miles will be performed in twelve days twelve hours, conveying 1258 tons of cargo, being equivalent to one day's work of 29 1 tons of shipping, and one day's work of 2 jI H.P. per ton of goods. But if the index number of the vessel be reduced to 602, it appears that 345 H.P. will be required to attain the speed of ten nautical miles per hour, and the cargo will be reduced to 1024 tons, being equivalent to one day's work of 36 1 tons of shipping, and one day's work of 4| H.P. per ton of goods. Now, supposing the cost of freight to be proportional in the shipping department to the amount of tonnage, and in the engine department to the amount of engine power (H.P.) employed for a given time to do the work, it follows that the cost per ton of cargo on the passage referred to will be enhanced in the shipping department proportionally to the numbers 29 1 and 36-| or as 100 to 123, or 23 per cent., and in the engine department proportionally to the numbers 2-^ and 4^ or as 100 to 176, or 76 per cent. ; on the whole, therefore, the cost of freight joer ton will be enhanced probably about 50 per cent., or about the mean per centage of the two departments. By the same process of investigation it will be found that with a vessel of 4000 tons' mean displacement, making a passage of 4500 nautical miles, at the rate of ten miles per hour, a reduction of the index number from 862 to 602 will enhance the cost of freight per ton about 60 per cent. ; and, with a vessel of 5000 tons' mean displacement, making a passage of 6000 nautical miles, at the rate of ten miles per hour, a reduction of the index number from 862 to 602 will enhance the cost of freight per fo». about 70 per cent. 68 The extent of variation, assumed in the above cases, in'the index numbers of the vessels supposed to be employed, or this assumed extent of falling off in the index number of the same vessel under different conditions of efficiency, namely, a falling off from 862 to 602, in consequence whereof the cost of freight per ton on the passages referred to has been so greatly ei^haneed, viz.. — 5Q per cent, on the 3000 mile passage ; 60 per cent, on the 4500 mile passage ; and 70 per cent, on the 6000 mile passage, is by no means an extreme case of variation, but such, as judging from experience, is likely to be of common occurrence, for on -comparison of vessels of analogous class, and of which the length exceeds five times the breadth, the index numbers have been found to vary 30 per cent, and upwards, and it has been found that the index number of the same vessel, but in different conditions of efficiency, is liable to vary fully 20 per cent. It now remains to be observed that in all the foregoing calculations the consumption of fuel per H.P» has been presumed to be constant, viz., at the rate of 4 cwt. per H.P. per day of 24 hours, the unit of power (H-.P.) being taken at 132-000 lbs., raised 1 foot per minute, that is about 18 lbs., of coal per hour for each 1 3^*000 lbs., moving 1 foot per minute, or 4J lbs. per hour for eack 33,000 lbs., moving 1 foot per minute, which rate of con- sumption is n.ot generally realized in present marine engine practice, or, at least, it requires the boilers, and their management, to be of the first-rate order. It is, however, to be expected not only that improvement m boiler construction productive of greater economy of fuel, in proportion to the water evaporated, will be effected ; but also that improved methods of applying the steam, Or improved systems of working it, whereby a greater amount of power (H.P.) may be derived from a given 69 amount of evaporation, will be introduced in marine navigation ; and, on the other hand, impaired eflBciency in the boiler department of steam-ships, whereby the consumption of fuel becomes increased, is liable to occur. No definite limit can be assigned to such fluctuations ; but, assuming them at 25 per cent, only, the consump- tion of coal per H.P., under diflferent circumstances of engine and boiler construction, condition, and manage- ment, may be expected to fluctuate from 3 cwt. per H.P. per day to 5 cwt. per H.P. per day. Accordingly, the following Table (I) has been arranged and calculated for ships of 4000 tons' mean displacement employed on a passage of 4500 nautical miles, — the consump- tion of fuel being assumed, according to the construction or condition of the machinery, at 3 cwt., 4 cwt., and 5 cwt. per H.P. per day ; and the index numbers, representing the locomotive eflBciency of the vessels, being assumed at 862, 664, and 602, which, as before stated, are not extreme cases of fluctuation. The object of the whole investigation is to arrive at some general appreciation of the extent to which the cost of goods transport is aflected by differences in the coNSTRUCTrvE MERIT of the stcam-ship Stock ; and the calculation is based on the assumption that the cost of goods transport per ton is approximately proportional to the amount of tonnage, and the amount of engine power employed for a given time to do the work. 70 « g a. ~ O o s !;•§> o 2 -a g ^ "oSjbq •IE03 OS-* ao>ffl tH cpo o>c|:) iQ tH 03 Oi O O CO -^ a Oi O i-( T-H Oi O O Oi CO c^ CO H G^ r-( T-i i-H tH O '^ 'd^ O CO (^5 t> GO CO o:> O COCO-^ t-H Cq i-H 1-1 T-H T-l CO CO Cl 1-H CN lO b- >o o o 05 t>»0 CO o W "O lO b- O Tfl lO b- 05 tH «0 CO' T-H- !>- CO fX* O t> CD lO t> O (M >0 CO 00 -tH <3i OS O lO lO OD »0 l>- Cs CM lO o> •aaMO(j P< O CO ■<*< lOOO ■ Oi -^ 1-t O i-H 9 T-* -^ 1^ th cfq CO lb ■00 O O (M O (M OS op T^ CO tH tH CM -^ <» Z 05 CO O C3S O O lO lO lO Tiji lO 'oSns^ '{IBOQ 'jaAioj, IP'S ^ ^, o ".2 B 1^ t^ *; a. S>.-~' ■0SJB3 •[BOO •J9M0J asTssv.! 50 anix anoH Ha J— aaajs PS o o a to CD OS CO CM "<:H -^ O O OS tv Id CO t;'!| tH iH i-H 1-1 CM CO -^ Ti< lO 1—1 OS T-H 10 CM O CO OS 1-1 -^ CO 00 l> OS CO CO LO to 10 ^D 00 LQ -^ CM O OS CO CO O CO <7S GO CO ^ r-( r-H iH CO CO i-H ■* t^ T*< -^ 00 CO 00 iH TrfH t> o CO CO OS b- 00 T-H rH CM CO CM O 10 t* O CO CO OS t> 00 »-( T— < CM CO CM O 10 t>0 00 CO OS t» GO 1-1 i-( CM CO r-H CO •<# CO CO OS CM t* (TO CM O tM tH (N CO ■^ CM CM COi-H OS CO CO lO 10 O tH tH (fq CO CD CD i-H O tH OS CO OS t* CO O rH A( CM CO t- iH t> 10 tH »o urs --^ tji '^ OS CO OS 00 CO lO lO ■^ -^ -^ O lO CM T-l CO CO iQ 10 ^ lO CO CO OS (M !>• CO Z CO OS OS to OS O T-H O OS GO CO H 0 CO O CO 10 CO 00 rH CO ■^ O 00 CM CM COO TtH 1-1 C3S iH i-( CS| CM ■^ OOOCM (M CO O "^ T-H OS T-H iH CM (M •^ O CO (M CM CD O '^H rH OS rH T-H CM CM S CO t> 00 OS O SB- '-' 50 t^ 00 oi o «o t> 00 OS o ■-I T-l K S O 1- fL, a Ph P 71 From this Table (I) we arrive at th6 following conclusions : — 1st. That a ship of 4000 tons' mean displacement, of which the index number is 862 and consumption of fuel 3 cwt. per H.P. per day, will make a passage of 4500 nautical miles, at the speed of ten miles per hour, by one day's employment of 44 tons of shipping and 3^ H.P. per ton of freight ; but, if the INDEX number be reduced to 664, and the consumption of fuel be increased to 4 cwt. per H.P. per day, the passage will be made by the employment of Tonnage and Power equivalent to one day's em- ployment of 57 tons of Shipping and 5— ^ H.P. per ton of freight : that is, the cost of freight will be enhanced in the Shipping department in the proportion of 44 to 57, or 100 to 130. or about 30 per cent. ; and in the Engine department in the proportion of 3^ to 5^ or as 323 to 545, or 100 to 170, or about 70 per cent. : that is, taking the mean per centage of the two de- partments, the cost of freight per ton will be enhanced about 50 per cent, in consequence of the above-men- tioned inferiority in the original construction or sub- sequent falling off in the working condition of the ship employed. Again, if the index number of the vessel be reduced from 862 to 602, and the consumption of fuel increased from 3 cwt. to 5 cwt. per H.P. per day, it will appear by a similar process of calculation to that above-ex- emplified, that the cost of freight per ton will be enhanced about 100 per cent., or doubled, in conse- quence of such infejiority of original construction, or subsequent falling oflf in the working condition of the ship employed. It may further be observed that the inferior ship above-mentioned, if fitted to run at eight miles per hour, 72 would convey freight at about the same scale of cost as would be effected by the superior ship if running' at ten miles per hour, though, as above shown, incurring double the cost per ton of goods conveyed, if running at the same speed. Hence we may infer the advantage that would accrue to steam-ship companies from having a variety of service on which to employ their stock, demanding different rates of speed, according to the unavoidable differences of their respective ships. The foregoing examples as to the difference of cost per ton of freight, at which the same service, at a given rate of speed, would be performed by different vessels, or by the same vessel under different conditions of eflSciency, sufficiently demonstrate that the comparative CONSTRUCTIVE MERIT of ucw ships and the upholding of STOCK ships in their most perfect condition, are points of management in steam-ship direction vitally affecting the comme'rcial prosperity of any steam-ship enterprise, and constitute considerations, under which the subject-matter of the foregoing exposition assumes an important bearing, not merely on private, but even on national interests, dependant as the interests of all Commercial Nations now are on ocean navigation, — an issue pointing out the necessity for adopting some recognised method of calcula- tion and STANDARD MEASURE of comparison whereby the relative constructive merit of steam-ships may be satis- factorily determined, and whereby the fame which may justly attach to pre-eminence in the nationally-important art of STEAM-SHIP CONSTRUCTION uiay be justly awarded where, and where only, such credit may be justly due. SUPPLEMENT m CONTINUATION OF STEAM SHIP CAPABILITY. Mr. Atherton avails himself of the publicatioa of the second issue of the foregoing Essay to extend his work, and partially correct its deficiencies, in accordance with the suggestions which have been brought before his notice. For instance, it has occurred to Mr. A. that the express object of Table I (Page 70) would be more effectually attained and appreciated if the results, instead of being represented by proportional numbers, were worked out to show the actual cost expenses of freight per ton of cargo conveyed. To effect this object Mr. A. has assumed certain arbitrary, but, as he is advised, usual, details of prime cost estimate, by which he has extended the cal- culations to shew the prime cost expenses incidental to the conveyance of cargo per ton weight of cargo conveyed, applying this system of calculation to a ship of 2,500 tons employed on the service of a 3,250 miles passage, as exemplified by Table K. Also, as recently projected schemes and actual engagements in steam-ship construction far exceed the hmits of Displacement embodied in the fore- going Tables it has been considered advisable to extend the Tables to embrace the consideration of vessels of hypothetical magnitude ; accordingly, a further series of Tables is now presented, shewing, theoretically, by induc- tion, what may be expected to be the capabilities of such vessels. In these speculations Mr. A. has confined himself to the consideration of the probable dynamic capabilities of the vessels, not doubting the eflSciency of their practical construction, and without reference to the Mercantile management, or the Statistical and Nautical 74 considerations by which the practical operation of such vessels must be affected. It has been objected that the consumption of coal, on which the Tables have been calculated is higher than usual in present marine engine practice ; but it appears that such objectors have based their own calcula- tions on the reputed nominal power of their engines, without reference to the Indicated h.p., or to any definite measure of their working power, and have failed to afford conclusive evidence of any Mercantile Steam-ship service being performed at a less average rate of consumption than 181bs. per hour per H.P., of 132,000 raised 1 foot per minute, or 4|lbs. per Indicated h.p. of 33,0001bs. raised 1 foot per minute. Mr. A. admits the possibility, and therefore the probability, of this rate of consumption being reduced, and he has endeavoured to elucidate the effect of such reduction in the following pages. It has also been suggested that the Tables would have been more explicit had they been based on the unit of power, denoted Indicated h.p. of 33,0001bs. raised 1 foot per minute, rather than on the H.P. deduced from the actual performance of the 10 Mail-packets referred to at page 5, giving the unit of power (H.P.) as equivalent to 132,0001bs. raised 1 foot per minute. Mr. A. has there- fore, in the following statements, made more express reference to the unit of 33,0001bs, raised 1 foot per minute, denoting it thus — Indicated h.p. ; and his views as to the necessity of some unit of power being specified and legalized as the standard measure of power, denoted by the term H.P., is set forth in the appendix letters, Nos. 1 and 2. Further, Mr. A. feels it but due to himself to observe that some parties have evinced a misapprehension of the sentiments advanced by him, and of the limitation of the premises on which certain results have been deduced. 75 and conclusions thus based on special cases of steam-ship application have been erroneously quoted as the generalised opinions of the Author. Mr. A. has therefore published in the appendix hereto an almost literal copy of the written statements addressed by him to the Institution of Civil Engineers, London, on this subject, the purport of which is so closely connected with, and explanatory of, the matters under consideration as to justify the otherwise objectionable introduction of such collateral dissertation. Conformably with the foregoing suggestions we now resume the subject of Chapter 5, by shewing approximately on assumed data as to the detail of cost, the pecuniary prime cost expenses of freight per ton of cargo conveyed, under certain conditions as to the size and quality of the ship, length of passage, and steaming speed. Accordingly, the following Table K has been arranged and calculated for ships of 2,500 tons mean or Mid- passage Displacement employed on a passage of 3,250 nautical miles, and fitted to steam at the speeds of 8, 10, and 12 knots an hour, the Index numbers denoting the different degrees of dynamic quality of the respective vessels, (calculated by the formula ^—^ = C and unit of power before referred to,) being assumed at 1000, 862, and 664, and the consumption of fuel according to the possibly variable construction or condition of the boilers and machinery being also assumed at the respective rates of 121bs., 161bs., and 20lbs. per hour, per H.P. of 132,0001bs., raised 1 foot per minute, or 31bs., 41bs., and 51bs. per hour, per Indicated h.p. of 33,0001bs., raised 1 foot per minute. The object of this investigation is to arrive at some definite estimate of the extent to which the pecuniary prime cost expense of goods' transport is afiFected by differences in the dynamic quality or working condition of steam-ship stock, the calculation being based on the 76 assumption that the prime cost expense of goods' transport per ton weight of cargo conveyed, will be the sum total of the three following items of outlay and investment, viz. ; — 1st. The cost of the fuel consumed per ton weig'ht of cargo conveyed (C) 2nd. The cost of the Engine Power (H.P.) employed per ton weight of cargo conveyed (E.) 3rd. The cost of the Ship's Tonnage (tons of tonnage) employed per ton weight of cargo conveyed (S.) The details of prices whereon the cost expenses of the above-mentioned items of expenditure are proposed to be calculated are as follow : — COAL EXPENSES. The price of coal will entirely depend on the times and the local circumstances of every particular service ; but, for our present illustration, we will assume the average cost of fuel for the entire service at £2 per ton weight of coals consumed. SHIPPING EXPENSES. Hull complete, equipped and furnished ready for sea m all respects, at (say) £25 per ton of tonnage, attended with the following annual charges : — £ S. D. b} / Interest on £25 at 5 per cent, per annum 15 o ^ I Upholding and replacement 10 per cent. 2 10 3 g I Wages, including rations, at £3 per ^:, o \ 100 tons, per week 1112 g o I Insurance per annum at 5 per cent . . 15 i ^ f , "^ w \ Total annual charges per ton of tonnage £6 11 2 which is equal to 4^d. per day for 365 days, or 8d. per day sea time, assuming the vessel to be at sea 200 days per annum, exclusive of Harbour-dues, Lights, and Pilotage to be also charged against the cargo. 77 ENGINE EXPENSES. Engines complete, ready for sea, at (say) £20 per Indicated h.p. of 33.000ibs. raised I foot per minute for about £50 per ordinary nominal H.P.), attended with the following annual charges : — (Interest on £20 at 5 per cent Upholding and replacement 10 per cent. Wages, including rations, at £5 per iOO Indicated h.p. per week 2 12 g ^ \ Consumable stores (coal excepted) at ^ I J £2 lOs. Od. per 100 Ind. h.p. per week I 6 Insurance at 5 per cent, per annum . . 10 Total annual charges per Indicated h.p. £7 IS £ 6. D. 1 2 which is equivalent to 5d. per day per Indicated h p. for 365 days, or 9d. per Indicated h.p. per day sea time of 200 days per annum, or 3s. per day per H.P. of the unit 132,000 lbs. raised 1 foot per minute Applying now the foregoing scale of prices (viz. — Coal at £2, per ton weight of coal consumed, Engine power at 3s. per day, per H.P., Ship's tonnage at 8d. per day, per ton of tonnage,) to the quantities shown in the following Table K we obtain the amounts of pecuniary expenditure incurred in the conveyance of each ton of cargo on the passage of 3,250 nautical miles in the different items of Coal expenses (C), Engine expenses (E), and Ship's expenses (S). Table K. — Showing the variation of the Cost Expenses per ton weight of Cargo occasioned hy differences in the QUALITIES of vessels, assuming the average cost of Coal at £1 per ton of coal, the cost of Engine power at 3s. per H.P. per day, and the cost of Ship's tonnage at 8d. per ton of tonnage per day, calculated for vessels of 2,500 tons mean or Mid-passage Displacement, performing a passao^e of 3,230 nautical miles direct, without re-coaling at any intermediate station, — 78 PS a w a z X! w Q Z 'O O en ^^ -siq daaq •oSjbq o CO 10 5rt « « 3 I> CD CO D* ?>i O 4 r-f « Oi »-1 lO tH ^ tH OO -H ^O OOi-*rHO»HCO^M CD » •}U3U13DB[d -s;q dasQ w 00 O CO 00 CO 00 CO CD 00 CO OS o CO )0 ■oSjeq 2 ™ O (M •IBOO •jaivoj; P3 PQ 1=) Z XI Q z 13 tj CO ^-^ o S So O D..Sw IT) 00 « ^ IH IH d •iO00t0(Mir;O3^-^L>. rtOCOMi-icDOOaiHiH 'rt OOi-HOOWOO-M ■)uaui33Bid -SIQ d33(J •oSjeo ■{BOO •a3M0(J CO T-4 O 1-1 CM CO CO ■* 10 (8 <0 « 00COC0»OCO(NCOC»cOO OOiHrHOT-4r-IOl-( 00 00 •sSessbj jo ':o »H ■p33dg jiioji asd [Bog S oo ■il i| -puj jad "sqjg JO •d'n -pui jad -scyf JO '■J'H -'ad 'sqigT •d-i] -puj jad -scyg JO '"d'H Jsd -scjjos 79 Hence, it appears that if the Index number indicating the dynamic quality of the ship be 862, and the ressel be powered for the speed of 8 linots per hour, and the con- sumption of fuel be at the rate of 4]bs. per Indicated h.p. per hour, the prime cost expenses of 1 ton weight of cargo on the passage of 3,250 miles, calculated on the before mentioned data, will be £l 19s. 3d., but, if the dynamic quality of the vessel be such as to give the higher index number 1000, and, in combination with such superiority of build and engine-equipment, the boiler department also be such as to reduce the consumption of fuel from 41bs. to 31bs. per hour, per Indicated h.p., then the prime cost expenses per ton of cargo will be reduced to £i 12s. 7d., being altogether a reduction on the prime cost expenses per ton of cargo from £1 19s. 8d. to £1 12s. 7d., or about 17 per cent, consequent on such improvement in the dynamic quality of the vessel and in the improved opera- tion of the boilers. If, on the other hand, the dynamic quality of the vessel be such as to produce the inferior index number 664, and the consumption of fuel be increased from 41bs. to 5Ibs. per hour, per Indicated h.p,, the prime cost expenses per ton weight of cargo will, in this case, be increased from £1 19s. 3d. to £2 I3s. 7d., being an increased expense of about 36 per cent, "consequent on such inferiority in the construction of the vessel and machinery. Now, supposing it be requiredj in the prosecution of an established trade, to convey 10,000 tons of goods on a passage of 3,250 nautical miles, (being about the distance from Southampton to New York), with vessels of about 2,500 tons, running at the contract speed of 8 knots an hour : if this service be undertaken with steam vessels of superior dynamic quali- ties and superior mechanical equipment, as indicated by the index number 1000, and the consumption of fuel be 80 3lbs per hour, per Indicated h.p., or 121bs. per hour, per H.P. of the unit 132,000lbs., raised 1 foot per minute, then the service will be performed at the prime cost expen- diture of £1 12s. 7d. per ton of goods conveyed, amount- ing to £16,300; but, if the vessels employed be of a medium dynamic quality, as we may suppose to be indicated by the index number S 62, and the consumption of fuel be 41bs. per hour, per Indicated h.p., or 161bs. per hour, per H.P., then the service will be performed at the prime cost outlay of =£1 19s. 8d. per' ton of goods conveyed, amounting to £19,625 ; and if the vessels employed be of inferior dynamic quality, as indicated by the index number 664, and the consumption of fuel be 51bs. per hour, per Indicated h.p., or 201bs, per hour, per nominal H.P., then the service will be performed at the prime cost outlay of £2 13s. 7d. per ton of goods conveyed, amounting to £26,800. Thus, in the three cases under consideration the prime cost expenses of performing the service referred to will be £16,300, or £19,625, or £26,800, according to the differences in the qualities of the vessels and machinery employed to perform the service. Moreover, if it be required to perform the above mentioned service with vessels of the diflferent dynamic qualities above referred to, but at the increased speed of 10 nautical miles per hour, whereby the time of passage will be reduced from 16 days 22 hours, to 13 days 13 hours, being a saving of 3 days and 9 hours on the passage of 3,250 miles, then, with the vessel whose dynamic quality is represented by the index number 1000, and consumption of fuel at the rate of 31bs. per hour per Indicated h.p., the prime cost outlay will be at the rate of £1 18 5d. per ton, amounting to £19,200 ; but, with the vessel of the dynamic quality represented by the index number 862, and consumption of fuel at the rate of 41bs. per hour per Indicated h.p,, the prime cost 81 fjutlay will be at the rate of £2 Us. Od. per ton, amounting to £25,500 ; and with the vessel of the dynamic quality represented by the index number 664, and the consumption of fuel at the rate of 51bs. per hour per Indicated h.p., the prime cost outlay will be at the rate of £4 5s. 5d. per ton, amounting to £42,700. Further, at the speed of 12 miles per hour, under the circumstances above referred to the time of passage will be 1 1 days and 7 hours, being a reduction of 5 days and 15 hours from the time of passage at 8 miles per hour, but the prime cost expenses will be enhanced up to £26,042, £40,250, and £97,583, accord- ing to the different qualities of the vessels so employed. Thus, for the assumed service of conveying 10,000 tons of cargo on a passage of 3,250 nautical miles, with vessels of the different qualities as regards hull, engines, and boilers above referred to, the amounts of prime cost expen- diture will be as follow, viz. : — At the speed of 8 nautical miles per hour, £16,300, or £19,625, or £26,800. At the speed of 10 nautical miles per hour, £19,200, or £25,500, or £42,700. At the speed of 12 nautical miles per hour, £26,042, or £40,250, and £97,583. It is further to be observed that the above amounts are the cost expenses actually incurred, whether the vessel be fully loaded or not, if, therefore, the vessel be inadequately, loaded the freight charges per ton of cargo conveyed must be proportionally increased or a positive loss will be sus- tained ; and, moreover, the above amounts do not include Harbour-dues, Lights, and Pilotage, which, being usually rated on the tonnage of the ship without reference to the tons of cargo actually conveyed, will still further enhance the amounts of cost above set forth, — hence the hazard of employing ships of a larger size than the trade wiU 82 adequately employ all the year round and ensure being fully loaded, with the least possible detention in port. The differences of cost above set forth, and the further considerations above referred to, shew to what an extent the pecuniary prosperity of any steam-ship enterprise is dependent on the judgment of its directorial manage- ment, particularly as respects the contract obligations as to SPEED, that may be profitably incurred, in consideration of the remuneration to be received ; the suitable adaptation of the SIZE of the vessel to the commercial demands of the service, and, giving due attention to the dynamic quality of the steam-ship stock in which the capital of the concern may be invested. We now proceed to the consideration of vessels of un- precedented or hypothelical magnitude. It will be observed that the foregoing tabular statements, as originally compiled in 1852, do not embrace the con- sideration of vessels exceeding 10,000 tons Displacement. Such, however, is the commercial enterprise of the present time, 1854, that a merchant vessel intended to have a Deep-draught Displacement of about 25,000 tons (being about five times the Displacement of the largest ship in the British Navy,) is now actually in progress of con- struction, this and other projects involving obligations by far surpassing the ordinary progress of speculative advancement are now before the public, recognized as enterprises commercially worthy of support. Modern achievements may undoubtedly induce the anticipation of further advancement ; in regard to which, we may assign no limit. The subject matter, which we have undertaken to investigate, is not the limitation of possibilities in steam- ship navigation, but, calculating on the basis of already realized data, we attempt to indicate approximately the limitation of engagements that will or will not pay. 83 With a view therefore to arrive at some definite, though theoretical, appreciation of the dynamic capabilities of hypothetical vessei,s as compared with vessels of ordi- nary size, and determine the limitation of conditions under which the capabilities of such vessels can be most advantageously developed, the following Table L has been prepared for vessels of 2,500, 5,000, 10,000, and 20,000 tons of mean or Mid-passage Displacement, embracing Deep-draught Displacements up to nearly 30,000 tons, employed on passages of 3,250, 6,500, and 12,500 nautical miles, the data on which these calculations are made, as respects weight of hull and engines, consump- tion of fuel, and Index Number, being the same as before adopted for the Tables, series 1 and 2, viz., — the weight of the ship's hull, equipment, and stores ready for sea (exclusive of engine department, coal, and cargo) has been assumed to appropriate 40 per cent, of the Mean Displace- ment, the weight of the engine equipment complete is taken at 1 ton per H.P., or 5 cwt. per Indicated h.p,, and the consumption of coals at 4 cwt. per day per H.P- of 132,0001bs. raised 1 foot per minute, or about 4|lbs. per Indicated h.p. per hour. The Index Number denoting the dynamic quality of the ship being assumed at 862, and the details of cost expenses being the same as set forth in page 77. Note. ^The statement submitted by the author to the Institution of Civil Engineers, London, in the discussion on tlie " Capabilities of large Steam-ships," is introduced in the appendix, and may be referred to, for, irrespective of collateral discussion, not immediately connected with the matter now before us, it explains the grounds of the anther's proceedings and brings under revie a, s 00 j» o •« O o •§ 'S.S g o s < ^" ?»^ 8 ^ o CO 8 u IS o Is 8 '^ 8 a o 8^ ©^ 8 o V. a, en P4 a «-< CO coco t- t»»o -^ ^ t^ Oi -^ O) t^ 94 t^ c» t* eo o »H IM (N CO ^ 00 00 I>- 00 Ci — o CO OO CO t> oo O — 00 "iS ■* CO CO o t* (M CO -^ «3 CD t> 00 (N *J (N (M !M '^^ 5^ 03 C4 oa 00 95 00 '^ h- H oot^-^ o OCO — f CO t* coos Tj« b« !> CO a»iO (N CD t*- O Tl< C3 CO CO O) o CO CO (N i"" 1-H kA (N <-H CO Oa t> O OJ Oi -- 00 CO 5^ 'O r^ i>> 1^ 13' i~i CO o> 00 l'^ CO »0 ^ - 1-- t^ i^ t- o (T^ CO rH QO I ■- W O -^ »0 I- 00 O (M "2 ' - diH (N 00 O C« '^ *1 00 O (N *0 lO !>' ci t^ CO O t; CO tf5 US "^ -^ "^ CO qOOOOCIOO t*NHiOrt iH^nrtC^O)>H CO n 41 10 (0 0) ^ . Oi CO l> OS -o S CO CD 1-* OS CO e oooa o -H CO - "N o 00 l>. CD O OS CO OS lO ^H ^H C^» » CO CO ■* itM OJ OJ - M z 5>a t- i-H -H o O O OO 1-- *0 CO CO 00 ^ OS X ■^ — ' lO tr O ■ CC 00 (■^ ^ O ift c:: CO CO ■>* ^ ■* CO « (M .-H 00 ■* -- I^ CD 00 "M 00 ^ ■* CO O -M CO O 'O 00 O 5>< CO u:^ •[BOO m 00 (N ■* 00 *H as M ^ m CS CD St* OS -H CO CO «5 »0 O CD CO CD t>. !M O (M 1-H tP 00 c^ to -H _- ^ (?g G. r^ CD CO O O 00 — OS 00 CO OS ir; T-( OS CD -^ C^ N CO -rji -^ UD (N iN « T(< no C CD lO CO — OS rj^ o lO OS t>> CO 'O CD 00 <=> D4 CO ■«** iC CD D- OS •3ttIIX Oi * en -4 O -8I(J d98Q M O (N (N U3 ^ O 3^ o>2 o)0>^«o)«n W"H ^r^ iH rtiHiH I-4P4 ^Mrt ^ ^ 3; CO CO OS lo goo CO CO-* -I fi CO t^ 1^ 00 OS g N (N (N M S^ ^00 ,-1 -- U3 OS CD -^ in lo (N 50 ■^ tfS CO U5 US o ^ *Q O ^ CO CD !>. OS ■^ CD 00 o t^ ■* '^a (M •**■ »C3 r>- 00 O (N Tj< OOOO »-^ "1 — . 00 CO 00 CO 1-1 o ■«»* CO CO T-H OS CD t« CO r^ OS — CO cc OS n O O 3M ^ O-l "M (N "N "N ^>1 •oSj^o « OS 04 OS bo t> S5 O — C» CD — « O Ol »H OS 00 t>. I>- CO CO O CO CO 00 (N O CD iO CO !>» o o N 5^ (N (M i-l r- 00 o i-f -o — -^ U5 -M CO t-l 04 OS O C4 O J^ "<*< O >~ — «? uo "ti< "^ "V CO CO C- ; ~ O CO !>. 00 CD "M -*" CQ ■£ CD t>i OS 00 -t^ O ■* 00 — M O O =r OS 00 00 to •[BOO 'Oinjx ■b'9Ul3u51 pUB o3 OS ^ to OS o ^ CO CD t- OS ») O M "^ »0 CO 00 CJ :^ 00 I '. CO r-T cr; --^ o 'T4 Tt< y: ■^J t>. CO J: iC -H — I -M TO CO « T ;COkOCOC4i-l eDW3COff4TH CD«5«:fiM — OOS COOCO(M— (OOS C^ OS >« CO ■* 00 ^ O iO iM 00 CO O -^ »-• - iM CO >0 ho r: — "'sM ■* -^ ■^ "^ ■«:*< iC lO CD O *>! --D OJ 54 O CO (N vo CO ro ro — -^ CO 00 wcH 00 CO 00 00 00 OS OS OS o I P4 •d-q p3;v3ipux i -* CO » -H -* 00 O -* (N "* 00 00 •* OS(M CO OS CO to CO i-H 1-KM ■^ -i 04 *4 CO Tf in ■^ c: 00 ■* 00 00 o PJ « ,-1 n CO to to -^j* TP to 00 -H ■*** 00 CO ^ ,_, -H r» •lU9Uie3B[dsi(I eSessBd-pipi ao uvQj/i S 00 OS O iH 04 SB O iH 04 00 Oi O 1-t N 00 OS O —H (N eo Tff 00 OS O 1— C4 CO Tt* O09'S eaox 000*9 s^ox OOO'OT euox 000*02 euox 85 By the foregoing Table (L) we observe the decided SUPERIOR CAPABILITY as respects economy of goods' transport or freight which is the inherent property of large ships as compared with smaller vessels, if competing against each other under similar conditions as to speed and distance without re-coaling, — ^for example, on a passage of 3,250 nautical miles, at the speed of 1 2 knots per hour, the cost expenses per ton of cargo by the 4 dififerent sizes of vessels referred to in the Table will be at the respective rates of £4 14s. 5d.; £3 5s. Id.; £2 9s. 4d.; and £1 19s. Id. Also on a passage of 6,500 nautical miles without re-coal- ing, at the speed of 12 knots per hour ; the cost expenses will beat the respective rates of £23 8s. 8d.; £10 16s. Id.; £6 18s. 7d. ; and £4 19s. 6d., and on a passage of 12,500 nautical miles without re-coaling the vessels of 2,500 and 5,000 tons Mean or Mid-passage Displacement, will be incapable of making the passage at the speed of 12 nautical miles per hour, and the vessels of 10,000 and 20,000 tons will respectively incur the cost of ^£40 17s. 8d. and £17 16s. 7d. per ton of cargo conveyed. In these comparisons it has been presumed that the smaller vessels do not re-coal on the voyage, and that the larger vessels will not be detained in Port for cargo, or otherwise, longer than the smaller vessels ; the calculations being made for 200 days sea time per annum and on the data as to details of cost expenses enunciated at page 77. Further, the superior capabilities of large ships as compared with smaller vessels in respect of saving time when running at nearly equal rates of cost expenses per ton weight of cargo conveyed will be equally apparent, for, by inspecting Table L, it appears that on a passage of 6,500 nautical miles without re-coaling, the 4 different sizes of vessel will incur about the same rate of cost expenses per ton of cargo if the vessels be respectively 86 fitted for steaming at the speeds of 9 knots per hour, lOj knots, 11| knots and 13 knots per hour ; the corresponding time being 30d. 2h., 26d. Ih., 23d. 13h., and 20d. 20h.; also it appears that on a passage of 12,500 nautical miles without re-coaling, the rates of speed by vessels of the respective sizes referred to, steaming at equal rates of cost per ton of cargo (say about £25) will be about 9 knots, 10| knots, 11^ knots, and 12f knots per hour, and the time will be about 57d. 2Ih., 50d. 20h., 45d. 7h., and 40d. 20h.. It may be observed that higher speed and consequently less time of passage are practicable, but it is supposed to be a commercially useless speculation to con- template the incurring of a higher scale of freight charge than £25 per ton for the conveyance of cargo on a passage of 12,500 nautical miles. Thus the superior capability of large ships as compared with smaller vessels in regard either to economy of freight EXPENSES per ton of cargo when steaming at equal speed, or to economy of time at the same scale of freight charges, are obvious. But still, inasmuch as small vessels have greater facilities of access to port, and consequently more frequent opportunities for re-coaling than are available to larger ves- sels it remains to be considered in what degree and to what an extent the superior dynamic capabilities of large ships will enable such ships to defy the competition of smaller ves- sels in the case of the service in which the larger ship may be employed, not admitting of her re-coaling at the inter- mediate Ports which may be accessible to her rival, the smaller vessel, at the same time duly bringing to account against the smaller vessel, the greater distance measured from port to port which the smaller vessel may have to travel as compared with the more direct passage of the larger ship. To investigate this case the following Table (M) has been prepared : — 87 ^ <» .« i •-0 a a o I— ( o CO cc . CO a. " CO CO tuDT3 tj •so .9 m ^.s s V 0) h4 ea <£ a -^a ^2 ft-' OD Sl> a a s Si hr a « CO s ^CO § 13 f~> 4a 60 U3 8 S ^ S g ^ o 2 a> •^S.g o " &0 iisi rt uh :^ '^ 03 o z; 0) ?Sc*»«f IS' ^ 00 CD ^o> ^t* «o o «s -2 *S 2s ooiH eo'^ CDCOeO {NCi» COOStC COCOtO •-< O Ui WOCO CO >-< t^ «0 (N OS i-H'^cO CDCOt^ hWh EhMh hWh hSJH C^ rN -^ O t* o . . ^ _ . _. O 00 LQ OWtn OWm OMcfi QWoa pccloa So; a T «0 t^ 2 E< oiOu) ^M ^K ^O ^O ^» ^.-H u) 4 C« rtfuk 10,^ Cfl,. GBA -t^ifi 52 3« s2 »B gS §S «S p^-e. g^ So SO s» sg sg sg. Omfi^oo'^^ i-rmo ooo--) tiiooo cdcqco i>»o- eo *0 Oi Q0OI> goQ'-i--co (Nirso 52 _• 2 tn _■ M cOt g sPh a 00 CO -^ (M CO 00 CO !>• CO !>. 00 1:0 t^ C^ 03 eD CO i-H CO o ■•ji ^ O rH CO OSOIO (M 0 COtHiO >JO.(?qc3 OOiC)-^ O t> t>- CO OS O to 1-H t^ ^00 CM •^ C^ CX) OS b- -^ CO Tti 00 -H — ( (M CO N^H 00 -; t- O 00 (M iSM S S ^ »5 fa Cd n r O m w c 0] CO 60 s " so COQ « (0 53 eDC>T}i COOO OOOt* COOCD ■^lO'^ COC^— < CO "^ OS 00 » CO ■^ 00 00 CO — ' OS tH CO U3 (M r> ■-I O 00 O CD W ^ O -^ (NO'* CO tH -^ tJI r-l ■^ 10 (N -^ 00 CQ lO CN --^fl CO OS t> 00 ua r>,co OS 00 e: P-i P o • o 00 lO CO ■>:JH Tji CO OS C4 CO a&HC c2^a cAna aflna cO-in tif^cj ei2!H HS-r- HMH e-iWH c-Wh EhWH 3 £q^' ^0) CO 30 ^ 1— I ^ oO — ^« =■•10 CO cc flO o I « ODOSQOOO lOTJ^CO 1>(M— I |>COCM ^DoOCD COi-iO i-i ,-H,-irH i-l'-'i-l— «^ H^* -^i-H-^ lQ(N-# t^SN-^ O'^VO JO, -■rt O OS OS Oi O OS 10 —f -o rnffi p C|l^ C cCL( P o o !_; o o ,_; o 3CD ICJCOtf; S^TTtfOD S(M OD^m rHOOM ^CD -^C^CD CStNCO (N 3M -Hco cn'-hcd i-hcoco (NO-^ oot-ios csioi-t PO. P 00 o o Oi (N lO liO l>. 00 88 It is to be observed that the larger vessel performs its passage of 12,500 miles direct, but the time of passage of the smaller vessels will be increased by their greater distance to be rua in going out of their direct course for coaling stations, as well as by their detention at the stations for re-coaling ; for which purpose we assume that the vessel of 2,500 tons. Mean Displacement, will be detained 1 day at each of the 7 intermediate stations, being a detention of 7 days ; the vessel of 5,000 tons, 2 days at each of the 3 intermediate stations, being a detention of 6 days ; and the vessel of 10,000 tons, 4 days at its 1 intermediate coaling station, being a detention of 4 days. Now, on inspecting the Table (M) subject to the above correction as to detention for re-coaling, it appears that a ship of the hitherto unprecedented magni- tude of 26,389 tons Deep-draught Displacement, steaming at 12 knots per hour will convey goods on a 12,500 mile direct passage (say from England to Calcutta) at the freight cost of £17 16s. 7d. per ton of cargo, and the time of passage will be 43 days 10 hours ; but a vessel about half the size, viz., 12,094 tons, re-coaling at 1 interme- diate station, will perform the same service in 49 days 4 hours, at the freight cost of £l3 17s. Od. per ton of cargo, being 5 days 18 hours greater time, but £3 19s. 7d. per ton less cost. A vessel of about one-fourth the size, viz., 5,655 tons, re-coaling at three intermediate stations will perform the same service in 51 days 4 hours, at the freight cost of J13 Os. 3d. per ton of cargo, being 7 days 18 hours greater time, but £4 16s. 4d. per ton less cost. And a vessel of about one-eighth of the size, viz., 2,722 tons, re-coaling at 7 intermediate stations will perform the same service in 55 days 15 hours, at the freight cost of £15 lOs. lOd. per ton of cargo, being 12 days 5 hours greater time, but £2 5s. 9d. per ton less cost. It will be 89 entirely a commercial consideration, in connection with any particular service, to determine at what rate of extra COST, economy of time may be advantageously purchased. These calculations shewing the mutual relation of time saved and extra expense incurred in the above cases of service, greatly modify the advantages to be derived from the admitted superior capabilities of large ships, and it is further to be observed that they have reference only to the locomotive or dynamic capabilities of the respective ships, in a mechanical point of view, without regard to the mercantile and nautical considerations in respect to numerous details of commercial management, which must materially influence the decision of steam-ship Direction as to the size of vessel by which any proposed service may be most beneficially prosecuted. The foregoing £ s d results being based on arbitrary data, are given as an exemplification of a system of mercantile cost-price calculation, with reference to which, the author would repeat the expression of sentiments with which he prefaced the foregoing pages, viz., — that the task which he has attempted to discharge has been to propound some system for bringing under review, however approximately, the relative dynamic qualities and capa- bilities of steam-ships, as measured by the mutual relation of displacement, POWER, and speed, with reference to the cost expenses of freight per ton of cargo conveyed — a system of investigation which may be regarded as the arithmetic of steam-ship adaptation to the requirements of mercantile service ; an arithmetic hitherto neglected, but of which the importance can scarcely be over estimated in these days of commercial rivalry, and of national intercourse chiefly dependent on, and prosecuted by, the agency of steam. STEAM-SHIP CONSUMPTION OF COALS. The consumption of coals being a consideration of primary importance as affecting the prosecution of any steam-ship project, it may be useful to expose the relation which subsists between steam-ship displacement, speei>, and COALS, accordingly, the following Table has been prepared to shew the daily consumption of Coal that may be expected to be required for the propulsion of a ship of given Displacement, at a given rate of Speed, the Table being based on the assumption that, the locomotive or dynamic quality of the ship, if intended for the conveyance of goods and passengers, will be equal to that of H.M. steam-ship Rattler (page 17 and 18) and that the average consumption of Coals on continued service, will be at the rate of 4|lbs. per hour, per Indicated h.p. of 33,000H)s., raised one foot per minute. On these data, the tabulated results are believed to be a favourable estimate of present Marine Engine Practice with Engines and Boilers in ordinary condition, and working on the principle of condensation and restricted steam pressure, as usually adopted on board ship. A further purpose for which this Table has been constructed is, that it may enable merchants to judge for themselves of the Locomotive efficiency of any steam-ship, as respects its type of form and Engine-adaptation thereto, by means of the ascertained quantity of Coals that may be actually consumed per day, in the performance of any given service^ as compared with the tabulated consumption under 91 similar circumsfances of Displacement and Speed. For example: — by reference to the Table, it appears that a ship of 3,500 tons Displacement, steaming at the speed of 12 knots per hour, may be expected to consume 89 tons of Coal per day ; if however, it be found that the actual consumption be within that limit, it may be inferred that the ship and its machinery is, as respects Locomotive effect, of a superior order ; but if the consumption exceed that rate, amounting to say, 100 tons per day, it will then be known either that the vessel is of comparatively inferior type of form, or that the Engines and Boilers are of inferior construction, or in defective condition, or badly managed, and the existence of constructive inferiority, or of defective con- dition, or of bad management being thus ascertained, a material step will have been gained towards detecting and correcting the evil.* By thus bringing to account the actual consumption of Coals with reference to some standard measure of duty — such for instance as that set forth in the Table — we shall obtain a mercantile test of the constructive quality and condition of steam- ship STOCK. The intrinsic merit of each steam-ship, as respects its type of Form and Engine-eflSciency, will thus be brought within the scope of counting-house scrutiny, based on counting-house record of Displacement, Speed, and Coals ; and the delusion which usually attends all mercantile reference to "Nominal Horse-power" — a term which merchanfs do not generally understand, and to which neither legislative enactment nor engineering practice has attached any definite meaning whatever, as a standard measure of power (Appendix 2, letter 2) — will in a great measure be obviated. * On Marine Boilers.— See Atherton*s Essay on " Marine Engine Construction and Classification." Published by Weale. Page 34. 92 CO A I. TABLE No. 1. Shewing the mutual relation of displacement, speed, a?id Daily consumption of coal, for vessels adapted for the transport of Goods and Passengers of which the co-efficient of locomotive performance is equal to that of Rattler, assuming the consumption to be at the rate of 4ybs. per Indicated h.p. per hour, the quantity consumed being expressed in tons per day of 24 hours. ship's displace- MENT. SPEED PER HOUR.-NAirTICAL MILES. 6 7 8 9 10 11 12 13 14 15 16 17 18 TONS 19 TONS 20 TONS TONS. TONS TONS TONS TONS TONS TONS TONS TONS TONS TONS TONS TONS 100 1.04 1.65 2.47 3.51 4.82 6.41 8.32 10.6 13.2 16.3 19.7 23.7 28.1 33.0 38.5 125 1.20 1.92 2 86 4.07 5.59 7.44 9.66 12.3 15 3 18.9 22.g 27.5 32.6 38.3 44.7 150 1.36 2.16 3.23 4.60 631 8.40 10.9 13.9 17.8 213 25.fi 31.0 36.6 48.8 50.6 175 151 2.40 3.58 5.10;7.00 9.31 12.1 15 4 19.2 23.6 ■28 7 34.4 40.g 48.0 56.0 200 1.65 2.62 3.91 5.57 7.65 10.2 18.2 16.8 21,0 25 8 3I.S 37.6 44.6 52.4 61.2 250 1.92 3.04 4 54 6 47 8.87 11.8 15.3 19.5 24.3 29.9 36.3 43.6 51.? 60.9 71.0 300 2.25 3.44 5.13 7.30 10.0 13.3 17.3 22.0 27.6 33.8 41.0 49.2 58.4 68 7 80.1 850 2.40 3.81 5.68 8.09 11.1 14.8 19.2 24.4 30.5 37.6 45.5 54.5 64.7 76.2 88.8 400 2.62 4.16 6.21 8.85 121 16.2 21.0 26.7 33.8 41.0 49.7 59.6 70.8 83.3 97.1 450 2.84 4.50 6.72 9.57 13.1 17.5 22.7 28.8 36.0 44.3 53.8 64.5 76.6 90.1 105 500 3.04 4.83 7.21 10 3 14.1 18.7 24.8 30 9 88.6 47.5 57.7 69.2 82.1 96.6 113 600 3.43 5.46 8.14 11.6 15.9 21.2 27 5 34.9 43.6 53.7 65.1 78.1 92.8 109 127 700 3.81 6.05 9.02 12.8 17.6 23.5 80.4 88.7 48.4 69.5 72.2 86.6 103 121 141 800 4.16 6.61 9.87 14.0 19.3 2'5.6 83.3 42.3 52.9 65.0 78.9 94.6 J 12 132 154 900 4.50 7.15 10.7 15 2 20.8 27.7 36.0 45 8 57.2 70.4 85.4 102 122 143 167 1000 4.83 7.67 11.4 16.3 22.4 29.8 38.6 49.1 61.8 75.5 91.b 110 130 163 179 1250 5.60 8.90 13.3 18.9 26.0 34 5 44 8 57.0 712 87.6 106 127 151 178 208 1500 6.33 10.0 15.0 21.4 29.3 39.0 50.6 64.4 80.4 98 9 120 144 171 201 234 1750 7.01 11.1 16.6 23.7 32.5 43.2 56.1 71.3 89.1 110 133 159 189 228 260 2000 7.66 12.2 18.2 25.9 35 6 47.3 61.3 77.9 97.4 120 145 174 207 243 284 2600 8 89 114.1 21.1 30.0 41.2 54.8 71.2 90.5 113 139 169 202 240 283 329 3000 10.0 16.0 23.8 339 46.6 61.9 80.4 102 128 167 19 [ 228 271 319 872 3500 11.1 17.7 26.4 37.6 51.6 68.6 89.0 113 141 174 2.11 253 301 864 412 4000 12.2 19.3 28.8 41.1 56.3 75.0 97.3 124 155 190 231 277 329 386 451 5000 14.1 22.4 33.5 47.7 65.4 87.0 113 144 179 221 268 321 381 448 623 6000 15.9 25.3 37.8 53 8 73.8 98.8 128 162 203 249 302 333 431 606 591 7000 17.7 28.1 41.9 59.6 81.8 109 141 180 224 276 335 402 477 661 654 8000 19.3 30.7 45.8 65.2 89.4 119 155 196 245 302 366 439 522 613 715 9000 20.9 33.2 49.5 70.5 96.7 129 167 213 265 327 39d 475 564 663 774 10000 22.4 35.6 53.1 75.6 104 138 179 228 285 350 425 510 605 712 830 12500 26.0 41.3 61.7 87.8 120 160 208 265 330 406 493 592 702 826 ^&^, 15000 29.4 46.6 69.6 99.1 186 181 235 299 373 459 557 668 793 933 1088 20000 35.6 56.5 84.4 120 165 219 285 362 452 666 67.5 809 961 1180 1318 25000 413 65.6 97.9 139 191 254 330 420! 525 646 783 939 111518111 1529 30000 46,6 74.0 111 157 216 287 373 474 592 728 884 1060 1258 1480 1727 ~ 93 The foregoing Table may by regarded as applicable to sea-going steam-ships, as usually built and fitted for the speedy conveyance of Mails, Passengers, and Goods ; it may, however, be a subject of consideration, whether in many cases of service in which economy of transport becomes indispensable to the continued prosecution of the service itself, it may not be advisable to convey Mails, Passengers, and Goods by vessels built expressly for the development of sailing properties, but using steam as occasional auxiliary power to ensure punctuality, rather than performing such service by vessels built expressly for being propelled by steam-power only. It may also be desirable that proprietors of sailing vessels ascertain how far their existing stock of ships could be advantageously made available as steamers fitted with auxiliary power for combining economy, punctuality, and moderate speed, the solution of which enquiry will be mainly dependant on the daily consumption of Coals that will be involved under any given conditions of Displacement and Speed. Moreover, it may be useful to ascertain promptly by inspection, the variable consumption of Coals necessary for the propulsion of ships-of-war, constructed as usual on a type of immersed form adapted for the development of sailing properties, according to the diff"erent degrees of speed at which it may be found expedient to propel such vessels by steam. To meet these various cases, the following Table No. 2, has been calculated on the type of form adapted for sailing properties as exemplified by H.M. steam-frigate Arrogant, of which the principal elements are shewn at page 11. The results of this Table, No. 2, are about 30 per cent, in excess of the quantities shewn by Table No. 1, under similar circumstances of Displacement and Speed, attributable to the differences in construction only, the consumption of Coals per Ind. h.p. per hour being in both cases the same. 94 COAL TABLE No. 2. Shewing the mutual relation of displacement, speed, and Daily consumption of coal for sailing-ships using auxi- liary steam power, of which the Co-efficient of Dynamic performance is equal to that of H.M. steam-frigate Arrogant, assuming the consumption of Coals to he at the rate of A\lhs. per Ind. h p. per hour, the quantity consumed being expressed in tons per day of 24 hours. ehif's displace- MENT. SPEED PER HOUR.-NAUTIOAL MILES. 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 TONS. TONS roNS roNS roNs TONS IONS TONS TONS PONS TONS TONS TONS TONS TONS TONS 100 1.35 2.14 3 21 4.56 6.26 8.83 10.8 13.7 17.1 21.2 25.6 30.8 36.5 42.9 SO.O 125 1.56 2.49 3.71 5.29 7.26 9.67 12 5 16.0 19.9 24 5 29.7 35.7 42.3 49.7 68.1 150 1.76 2.80 4.20 5.98 8.20 10.9 14.1 18.0 22.5 27.7 33.6 40.8 47.8 S6.3 6i5.6 175 1.96 3.12 4.65 6.63 9.10 12.1 15.7 20.0 24.9 30.6 37.3 44.7 53.0 62.4 72.8 200 2.14 3.40 5.08 7.24 9.94 13.2 17.1 21.8 27.3 33.5 40.7 48.8 57.9 68.1 79.6 250 2.49 3.95 5.90 8.41 11.5 15.3 19.9 26.3 31.6 38.8 47.2 56.6 67.2 79.1 92.S 300 2.92 4.47 5.67 9.49 13 17.3 22.5 28.6 35.7 43.9 53.3 63.9 75.9 89.8 104 350 3.12 4.95 7.38 10.5 14.4 19.2 24.9 31.7 39.6 48.7 59.1 70.8 84.1 99.0 115 400 3.40 5.41 8.07 11.5 15 7 21.0 27.3 34.7 43.8 53.3 64.6 77.4 92.0 108 126 450 3.69 5.85 8.73 12.4 17.0 22.7 29.5 37.4 46.8 67.5 69.9 83.8 99.6 117 136 500 3.95 6.28 9.37 13.4 18.3 24.3 31.6 40.1 50.2 61.7 75.0 89.9 106 125 147 600 4.46 7.10 10.6 15.1 20.6 27.5 35.7 45.3 56.6 69.8 84.6 101 120 141 165 700 4.95 7.86 11.7 16.6 22.8 30.5 39.5 50.3 62.9 77.8 93.8 112 134 157 183 800 5.41 8.59 12.8 18.2 25.1 33.8 43.3 55.0 68.7 84.5 102 123 145 171 200 900 5.85 929 13.9 19.7 27.0 36.0 46.8 59.5 74.3 91.5 111 132 158 186 217 1000 6.28 9.97 14.8 21.2 29.1 38.7 50.1 63.8 79.7 98.1 119 143 169 199 232 1250 7.28 11.5 17.3 24.5 33.8 44.8 58.2 74.1 92.5 114i 137 165 196 231 270 1500 8.23 13 19.5 27 8 38.1 50.7 66.7 83.7 104 128 156 187 222 261 304 1750 9.11 14.4 21.5 30.8 42.2 56.1 72.9 92.7 115 143 173 206 245 290 338 2000 9.95 15.8 23.6 33.6 46.1 61.5 79.7 101 126 159 188 226 269 316 369 2500 11.5 18.3 27.4 39.0 53.5 71.2 92.5 117 147 180 219 262 312 S68 427 3000 13.0 20.8 30.9 44.0 60.4 80.4 104 132 166 204 248 296 352 414 483 3500 14.4 23.0 34.3 48.8 66.9 89.1 115 147 183 226 274 329 391 460 635 4000 15.8 25.1 37.4 53.4 73.2 97.6 126 161 201 247 300 860 427 501 586 5000 18.3 29.1 43.5 62.0 86.0 113 147 187 232 287 348 417 495 682 079 6000 20.6 32 9 49.1 69 9 95.9 127 166 210 264 323 392 472 560 657 768 7000 23.0 36.5 54.4 77.4 106 141 183 234 291 358 435 522 620 729 850 8000 25.1 39.9 59.5 84.7 116 154 201 254 318 392 475 570 678 796 929 9000 27.1 43.1 64.8 91.6 125 167 217 276 344 425 514 617 733 861 1006 10000 29.1 46.2 69.0 98.2 135 179 232 296 370 455 552 663 786 925 1079 12600 33.8 536 80.2 114 156 208 270 344 429 527 640 769 912 107C 125] 15000 38.2 60.5 904 128 176 235 305 388 484 696 724 868 1030 1212 1414 20000 46.2 73.4 109 156 214 284 370 470 687 722 877 1051 1249 1469 17J3 25000 53.7 85.2 127 180 248 830 429 546 682 838 1018 1220 1449 1704 1987 30000 60.5 96.2 144 204 280 373 485 616 769 946 1149 1378 1635 192^ 2246 95 PROSPECTIVE IMPROVEMENTS. Further, with reference to Table No. 1, the superiority of Ruttler (constructed in 1841) over vessels of more recent construction as respects the type of form best adapted to the development of a high degree of loco- motive effect, is admitted to be a most unexpected result and of statistical enquiry ; and although the author may not in his own experience have met with any superior example of steam-ship performance, when measured by the test formula 5^57^ = C, still it may be presumed that steam-ship constructive science has not been altogether at bay, or at least it is to be expected that improvement will result from attention being directed to so im- portant a subject, and a system of Test established for subjecting the relutive merit of steam-ships to mercantile scrutiny. Hence, as the Co-eflBcient or Index Number of locomotive performance of Rattler deduced by the formula ^ Jj °^ = C, is 215 (see Appendix No. 4) we may surely anticipate such improvement in the type of form of steam- ships as will raise the Co-efficient from 215 up to 250. In the Engine department also, it has been for years past well known that in Mining operations the consumption of Coals, with reference to power, has been reduced to nearly 2lbs. of Coal per Ind. h.p., per hour, whilst marine engines have ordinarily consumed more than the double of that quantity. Hence, seeing the premium that exists for a reduced consumption of Coal' on board ship, it may be reasonably anticipated that a reduction from the present ordinary consumption of 4|lbs. down to 3lbs per hour per Ind. h.p. will be gradually effected.* On these assumptions, combining a prospectively im- proved type of ship with improved construction and management, the following Table, No. 3, has been calculated, shewing a re t> !> o-rjiooc^i i>-i-iuoo cor>.i-Hio Oicot>-'-< (M(Nr>lC0 CO-^'*'^ iiOiOCOco — - ■ " <0 t^ tr^ '^ -<:fHC5-HCi COCOCOCO CO0D (Ml>-:MI>. (N CM CO CO -* -^ lO lO CO CD t> t> GO 00 Ci Oi CO i-H CD 7-H ^ lO lO CO 00 CO cn '^ -«1) lO lO CO i-H CO r^ CO o CO lO CO t>. t> 1— ( CO Til 1-H CD CO t- CO lO -^ O l>- CD t- COCO O CO CO -^ t* (>-COO> CO -^ CO T-H t> CO Oi o - CTi CM (M CM CM O t^- CO o CM CO *0 t- CM '"d* 1-! 00 GO O CM CO CM CO CO CO CO CO CO CO CO o (?q -^ T-l CM CO (M UO b-O r-f rH tH G^ CO CO C3i Tj< CM lO l>. O CM CM (M CO O lO O CO CO W^ CO O CO CO CO ^ 1-1 CO (M b- CO lO C» O ■^ -:H "^ lO Oi CO t^ O CO O CO t-* tH CM CM (M -^ GO CM CD O CO t* O CO CO CO Tt* 05 CO t» T— I CO t* O ^ lO 00 CM CO l>- O '^ t* lO CO CO CO CO CO ^ ■«t< O ^ CO iM CM CM CM CO lO CO CO t-'- CO O "<* 00 CO -^ tH ^ t^ 00 00 OS CM CO O - t> oo CO -^ UD CO lO O lO o CM CO CO ■^ CD b- CO 00 iT^ O »0 O TJ^ UO lO CD OSOO rH lO »H CD tH CO t> t> GO (M CO CO ^ CO r-< CO 1"^ iOCOI>G0 CSOrHCM CO •* iC CO !>• 00 Oi O iH i-f T-i CM czi Id o H OCEAN STEAMEES. On the occasion of a recent discussion in Parliament, a Member of the Council of the Institution of Civil Engineers is reported to have stated that, at a meeting of that body, " Mr. Anderton had warned them against extending the size of Ships, as, beyond a certain size, the Ship would carry little else than its own fuel, and the speed would not be increased." — Times, 28(A Feb. 1864. This statement has evident reference to the remarks made by me, Mr. Atheeton, in a recent discussion at the Institution of Engineers on the Capability of large Steamers ; and this absurd version of the proceedings has been so promulgated and erroneously attributed to me, that I find it professionally due to myself to declare that it indicates a total mis- apprehension of the opinions, not only expressed, but written and delivered in by me for record at the Institution of Engineers on the occasion referred to ; moreover, I feel myself called upon to protest against the proceeding, that any Member of the Council of Engineers should thus take advantage of his position as a Member of Parliament to re-agitate and pervert in Parliament a matter that has been the subject of protest and memorial on my i)art as respects the proceedings thereon of the Council of the Institution, and of consequent correspondence between the Council and myself; which correspondence had, as I supposed, been brought to a conclusion. Under these circumstances, I have no means of refuting the perversion of my professional opinions on the Capability of Ocean Steamers, which has thus been' promulgated by a MEMBER of the COUNCIL of the INSTITUTION, other than that of publishing the following statement of my remarks as banded in by me for record at the Institution, together with the subsequent memorial which I addressed to the Council on the subject of this discussion ; to which documents I have now added further remarks on the Capabilities of the large class of Ocean Steamers, to whicli public attention is being directed, as compared with vessels of ordinary size. CHAS. ATHERTON. Woolwich Docktabd, 20th April, 1854. INSTITUTION OF CIVIL ENGINEERS, 15th NOVEMBEfi, 1863. DISCUSSION PROPOSED BY THE COUNCIL OF THE INSTITUTION "on the CAPABILITIES OF THE PROPOSED LARGE CLASS OF STEAMERS." Mb. Athebton observed, that for the purpose of discussion it became necessary to particularize the obligations of the respective projects under consideration, and he presumed that the "large class of steamers" alluded to in the programme of proceedings had reference to the following projects now before the public, viz. :— 1st. The project favourably noticed by a Committee of the House of Commons for effecting the passage between Holyhead and Kingston (a passage of 64 statute miles) at a postal speed of 22^ statute miles per hour ; the packet to be established for that purpose being proposed to have a displacement of 2,700 tons, and to be capable of attaining a maximum speed of 25 statute miles an hour, the intended Engines being denominated 1,600 Nominal H.P,, but to be constructed for working up to 8,000 Indicated H.P. 2nd, The project now said to be undertaken by American Constructors to establish a communication between New York and Liverpool in 6 days ; the length of passage being about 3,250 nautical miles, and, therefore, demanding an average speed of 22 nautical miles an hour. 3rd. The project said to be undertaken in London for establishing a Steam Ship communication between England and Calcutta by vessels capable of carrying sufficient fuel for the whole voyage to Calcutta and back (being about 25,000 nautical miles), without re-coaling, at the promised average speed of 15 nautical miles an hour. In the first place, Mr. Atheeton observed on the necessity of investigating these projects with reference to the best known example of already realised Steam Ship Capability, ratlier than with dependence on any promissory, but, hitherto, not realised, scale of constructive improvement ; that, iu order to determine the Index Number or co-efficient (C) indicative of the relative degrees of constructive eflBciency of difi"erent Steam Ships in regard to their locomotive capabilities, he (Mr. Atheeton) had adopted the formula ^ ^ "" := (C), or, Rule, multiply the cube of the velocity (v') by the cube root of the square of the Displacement (Df), and divide by the actual working power (h-p.), by which Rule the relative degrees of locomotive capability of numerous ships, both in the Royal Navy and Merchant Service, had been tested ; and whereby it has been found that the co-efficient or Index Number (C), as determined by the above Rule, was greater in the case of H. M. steam-sloop Rattler than in the case of any other ship whatever, whether in the Royal Navy or Merchant Service, that had hitherto come under his observation ; and that, therefore, he (Mr. A.) regarded the constructive type or form of the hull of Rattlee, and the co-efficient or number indicative of efficiency deduced therefrom, as the best realised data whereby to calculate the requirements for any contemplated service, such, for example, as the size of ship and power of engines required to fulfil the respective conditions of the projects above referred to. Adopting, therefore, this rule, and basing his calculations on the actual performance of H. M. steam-sloop Rattlee, lie (Mr. A.) had constructed a series of Tables for each of the three projects, assuming that Steam Ships built of iron, or wooden Ships built on the diagonal principle, mai/ be constructed of any required sine; assaming also, that the weight of hull and equipment would not exceed 40 per cent, of the Load-line Displacement ; also, that the total weight of the engine equipment would be 5 cwts. per Indicated H.P., of 33,000 lbs., raised 1 foot per minute, or 1 ton per Nominal H,P., of 132,000 lbs., raised 1 foot per minute ; such being, very nearly, the actual weight of machinery in various examples of present marine engine practice ; and, that the consumption of fuel need not exceed the rate of 4J lbs., per hour, per Indicated H.P.j or 4 cwts. per day, per Nominal H.P., of the unit 132,000 lbs., raised 1 foot per minute ; which is about the present minimum rate of marine engine consumption, the engines working up to their ordinary duty.* * The extreme Umit of speed capable of being achieved by a steam-vessel of given size wUl, of course be dependant on the lightness of the hull and equipment, lightness of machmery per H.P., economy of consumption of fuel per H.P. . and on the construction of the hull and the engme adaptation thereto, being such as to give a high rate of locomotive performance. Ihese are subjects of practical construction ; and it is impossible lo assign anv definite limits to promissory improvements, or to the hazards that may be recklessly iScurred in the pursuit of fame by sacrificing strength to the attainment of lightness ; but as regards each of the above-mentioned pai-ticulare, the assumed data on which the Tables have been calculated, are believed to be favourable for the attainment of a high result and such as have rarely, if ever, been combined in any one ship. It is therefore submitted that the results indicated by these Tables are of the highest order that present practice will justify being calculated upon, however sanguine may be the opinion as to the piacticabilitv of these results being surpassed.— f See " Steam Ship Capabaity;' page SS.) Calculating the requirements of project, No. 1, on the above data, Mr. Atherton came to the conclusion that a vessel of about 2,750 tons' Displacement, as proposed to Parliament, would not carry engines of greater weight than 1,375 tons' weight, working up to 6,500 Indicated H.P. ; the maximum speed of which may not be expected to exceed 21 statute miles an hour ; and that, to attain the maximum speed of 25 statute miles per hour, as required for the average postal speed of 22^ miles per hour, the Displacement of the vessel would require to be not less than 13,000 tons, the engines would require to be 26,000 Indicated H.P., and the cost of the Ship, complete, would probably not be less than £633,000. Mr. Atherton, however, observed that the weight of 5 cwts. per Indicated H.P. is probably three times the weight which is involved in the present construction of railway locomotive engines, and though he would not venture to anticipate that the weight of marine engine machinery can be advantageously reduced to the scale of railway locomotive practice, he expressed the opinion that it has hitherto been only the prejudices of the public against high pressure steam on board ship, and, possibly, the trammels of legislative intervention, which have prevented marine machinery for short passages, like that now under consideration (viz., 64 statute miles), approximating, as regards weight, more closely to the railway locomotive principle and practice ; and that if these difficulties be removed in the case now referred to, and the weight of marine engines be reduced to 3 cwts. per Indicated H.P., then a vessel of 2,760 tons' Displacement, as proposed for this scheme, would carry engines of 1,350 tons' weight working up to about 9,000 Indicated H.P., and there would be about 200 tons to spare for cargo and coal ; which power may be expected to propel the vessel at the maximum speed of 25 statute miles per hour, or the proposed average postal speed of 22i statute miles, and the cost of the vessel, on the same data as before calculated on, would probably not exceed £156,600, being within the limit proposed to Parliament as the probable cost of one vessel capable of fulfilling the proposed postal requirement of 22i statute miles per hour on the 64 mile passage referred to. he (Mr. A.), therefore, regarded this project as mechanically practicable, inasmuch as the consumption of fuel on so short a passage, namely, 3 hours, does not materially affect the calculation. On project, No. 2, namely, the performance of a passage of 3,250 nautical miles in 6 days, or, at the continuous speed of 22 nautical or 25ji, statute miles an hour, Mr. Atheeton again referred to the Series of Tables which he has constructed on the data of existing practice before referred to, irrespective of hitherto not realised mechanical improvements, showing the progressively increasing size of vessel that would be required to perform a passage of 3,260 nautical miles at different rates of speed progressively increasing from 10 nautical miles per hour up to the proposed speed of 22 nautical miles per hour ; from which it appears that a vessel of 2,600 tons' Mean Displacement, or 2,750 tons' Deep-draught Displacement, propelled by engines working up to 852 Indicated H.P., may be expected to attain the speed of 10 nautical miles per hour, and, therefore, to perform a passage of 3,250 nautical miles in 13 days, and have available Displacement for about 1,000 tons' weight of cargo ; but that, to perform the passage of 3,250 nautical miles at the accelerated speed of 22 nautical miles per hour, as required for the proposed 6 days' passage, it would, on tlw data of present practice, require a ship of 60,000 tons' Deep-draught Displacement, propelled by engines working up to 66,904 Indicated H.P., to perform the proposed service, even though the course of the vessel should always be favoured with a non-obstructive wind or current, and the Displacement available for cargo would be about 3,000 tons only. Mr, Atherton noticed, tliat for high speed and long passages such as this (if a passage of 3,250 nautical miles can now-a-days be called long), engine improvement as to lightness may not be so available as for short passages of only 2 or 3 hours' duration ; and, moreover, that the advantage of such redaction of engine-weight per H.P. gradually becomes less appreciable in proportion to the length of passage without re -coaling, unless the consumption of fuel per H. P. be also in like manner reduced, of which he (Mr. A,) is not aware of any existing example below the consumption of 4J lbs. per Indicated H.P. per hour as herein calculated upon. He, therefore, regards this project for performing a passage of 3,250 nautical miles in 6 days as involving the Mercantile question of investing about £1,600,000 in the equipment of a single vessel, but he does not know whether such an investment has been contemplated by the promoters of the scheme. On project, No. 3, namely, the performance of a voyage from England to Calcutta and back at the average speed of J5 nautical miles mi hour, carrying coal for the whole voyage of about 26,000 nautical miles, Mr. Atherton observed, that after the elucidation elicited on the previous question as to the passage of 3,250 miles at 22 miles an hour, requiring a ship of 60,000 tons' Displacement, he would commence the investigation of this project for steaming 26,000 nautical miles at the average speed of 16 nautical miles per hour, without re-coaling, by examining whether a vessel even of 100,000 tops' Displacement (being about 20 times the capacity for Displacement of H. M. steam-frigate Agamemnon) would, on the data of existing practice as before referred to, fulfil the requirements of the proposed project, and he came to the conclusion that a steam-vessel of this size might perform the voyage of 25,000 miles, without re-coaling, at the reduced average speed of 14 nautical miles per hour, but the Displacement for cargo would be inappreciable. The engine-power required even for this reduced speed of 14 nautical miles per hour would be 27,632 Indicated H.P., the consumption of fuel would be nearly 1,400 tons per day, and the cost of the ship and engines would probably amount to two millions j that is, if the ordinary averages of calculated expenditure admit of being approximately applied to so unprecedented a hypothesis. Presuming, therefore, that this project of carrying coal from England to Calcutta in a sufficiently surplus quantity to bring the ship back again at the average rate of 15 nautical miles an hour on the whole voyage of 25,000 nautical miles would not bear the test of Mercantile investigation as respects its economy, for which object the scheme of taking coal from England for the whole voyage out and home has been proposed ; Mr. Atherton proceeded to observe that if the distance, without re-coaling, were reduced to 12,600 nautical miles, by re-coaling at Calcutta for the home passage, then a ship of 25*000 tons' Mean Displacement, with a. Deep-draught Displacement of 87,000 tons, might (wind and current excepted) perform the passage of 12,600 nautical miles at the speed of 15 nautical miles per hour, but the Displacement available for goods and cargo would, as regards weight, be inappreciable ; the vessel, presuming it to be constructed on a type not inferior to that of Rattler before referred to, would require about 13,400 Indicated H.P., and the cost would probably amount to £600,000. Still, however, it may be expected that though the ship may be capable of a maximum speed of 15 nautical miles per hour, the influence of wind and weather would reduce the average speed to about 15 statute miles, or 13 nautical miles, per hour, which reduction of speed together with re-coaling at Calcutta altogether alters the conditions of the problem as set forth in the original prospectus of the project under consideration. In conclusion, Mr. Atherton deprecated the idea of involving Commercial Investments in projects, the conditions of which may not be capable of being substantiated, and, as on this principle he conceived that every project should stand or fall hy the terms of the prospectus wherely it may have been brought before the Public, he considered it unnecessary to prgsecute tlig enquiry as to the extent to which the project of steaming 25,000 nautical miles at the average speed of 15 tiautical miles an hour without re-coaling must be modified before it would be reduced tp a condition of Mercantile feasibility.* * The foregoing summary of {he remarks expressed by Mr. Atherton at the Meeting on the 15ih November teas, at the request of the Seeretarij, handed in hy Mr. A. on the l^th November. The discission on Ocean Steamers was again brought forward at the ensuing Meeting, on the 22nd November, subsequently to whi^h Meeting, the private press report of proceedings was issued; the svJ^ect was again notified for further discussion on the 29th NovcTnber, when Mr. Atherton attended and protested against the record on this discussion, as promulgated by the FKtVATE press reports thereof, but Mr. A, was not permitted to vindicate his disputed statements, as recorded by him on the 18th, nor was any notice taken in the subsequent private press report of the protest thus entered by Mr. A. in regard thereto, consequently, Mr. Atherton addressed the following Letter and Memorial to the President and Council of the Institution : — TO THE SECRETARY OP THE INSTITUTION OF CIVIL ENGINEERS. Woolwich Dockyard, 17th December, 1853. My Dear Sie, The private press reports of the proceedings of the Institution of Civil Engineers on " the proposed large class of Steamers " having been promulgated without any notice being taken of the PROTEST made by me at the Meeting on the 29th November in regard to the records on this discussion, I beg to forward herewith a MEMORIAL on the subject of the proceedings referred to, requesting that you will be pleased to hand it to the Council at their first meeting. I also beg to claim the privilege, to which I believe I am entitled, of having this Memorial duly submitted to a Meeting of the Institution, and literally recorded ; observing, also, that as the subject of this discussion has been publicly promulgated by the private press in a way that I conceive to be incorrect and professionally prejudicial to myself, I purpose giving publicity, should occasion so require, to these and to any other remarks I may have to make on the subject referred to. I remain, my dear Sir, Yours truly, CHARLES ATHERTON. MEMORIAL CHARLES ATHERTON THE PRESIDENT AND COUNCIL AND MEMBERS INSTITUTION OF CIVIL ENGINEERS. Gentlemen, Woolwich Dockyard, nth December, 1853. The Institution of Civil Engineers, at their meeting on the 8th November last, were pleased to take up the subject of a paper presented to the Institution by Captain Andrew Henderson (Hon. East India Company's Service), " On the Speed and other properties of Ocean Steamers, and on the Measurement of Sliips for Tonnage ; " in the discussion on that subject it was remarked by a Member of the Institution that, in proposing any new system of measurement, it is desirable that the especial object in view sliould be expressly stated. Concurring, as I cordially did, in the foregoing remark, I brought before the notice of the meeting, that if a. complete scale of Displacement were regularly supplied by Sliip Builders, or taken by oflBcial authority, it would aflford an elementary datum of primary importance for judging of the comparative locomotive properties of different types or forms of Ship, whereby the relative degrees of scientific talent displayed in the construction of Steam Ships in a dynamical point of view might, on trial of the vessels' speed and power, be approximately ascertained, a bivaley op TALENT would thus bc Created conducive to scientific progress in Steam Naviga- tion similar to what has occurred in Railway Engineering, producing Mercantile results which would, in my opinion, be highly advantageous to the public interests. I now beg to observe that no notice was taken of these remarks in the private press report of proceedings on the 8th November, which, under the auspices and control of the President and Council, is printed and circulated weekly for the information of the Members of the Institution. Subsequently to the meeting on the 8th November above referred to, the President and Council were pleased, by their Circular Letter of the 9th November, to suggest that the attention of Members, at their ensuing meeting on the 15th November, might be especially directed to " The advantages and disadvantages of the proposed large class of steamers, with respect to their scientific construction, their capabilities for navigation, and their commercial economy ; " accordingly, at the meeting of the Institution on the ISth, I submitted my views on the subject thus especially proposed and put forward hy the President and Council themselves for discussion, particularly specifying the projects to which I presumed that the requisition had reference, and to which my remarks and calculations applied. The usual weekly private press report of this day's proceedings was not issued, (thus the statements made by me on the 16th were suppressed,) but the subject was again discussed at the subsequent meeting on the 22nd, and again notified for further discussion on the 29th. On the 29th, therefore, I attended for the purpose of responding to remarks which had been circulated by the private press report of proceedings on the 22nd, calling in question the authenticity of the suppressed statements made by me on the 15th, the President, however, on his taking the chair on the 29th November, instead of continuing the discussion " on the large class of steamers," as notified by the circular, summarily announced the discussion oq this part of the subject closed ; whereupon, I protested against the partial RECORDS OP proceedings AS PRINTED AT THE PRIVATE PRESS AND ISSUED TO THE Members op the Institution ; basing my protest on the following grounds, viz. : — That the purport of the remarks submitted by myself to the meeting oil the 8th November had been entirely excluded from the private press report ; also, that the usual weekly private press report of the proceedings on the 15th November had not been issued at all previously to the meeting of the 22Dd, and that, in consequence of such suppression of my statements, misapprehensions had arisen at the meeting on the 22nd of November as regards the facts to which I had referred, as well as in regard to the limitations on which I had based my calculations, and alsoas respects the sense that pervaded my sentiments on the subject of the proposed large class of steamers especially referred to ; on all which points I expressed my desire to offer full explanation, but I was prevented from so doing on the grounds that the discussion had now been closed, as before stated, from the chair. In consideration, however, of the urgency with which I claimed to be heard, the President was pleased so far to accede to my request as to concede that I should, under the circumstances referred to, be permitted to read the written statement that, at the request of the Secretary to the Institution, I had myself drawn up and handed to him on the 18th November, as being the purport of the remarks expressed by me at the previous meeting on the 15th November, in order that a summary thereof might appear as usual in the private press weekly report to be issued previously to the 22nd ; such, indeed, having been the very purpose for which, at the request of the Secretary to the Institution, I had prepared and delivered the statement which was, nevertheless, suppressed. Now, inasmuch as this subject has been brought to a close by the decision of the President and Council without having been by any means exhausted on the part of the Members of the Institution, and closed under protest on my part as to the private press reports, of which PROTEST, or of the grounds thereof, no notice whatever has been taken in the private press reports of proceedings on the 29th November, I now beg to present, in the form of a memorial for record at the Institution, and to be otherwise used as the case may require, the explanation which I was prepared to bring before the Institution at their meeting on the 29th November in justification of my previous statements of the 16th November, which, though suppressed, had, nevertheless, been called in question by the subsequent private press report of proceedings on the 22nd. In the first place, — I beg to explain that, individually, I have taken up this subject purely as a mechanical question of steam-ship constructive efliciency in a dynamical point of view. I have not touched the question as regards the Mercantile, or the Statistical, or the Nautical considerations, which, in their respective departments, may bear powerfully on the case ; and, as an Engineer, I have limited my estimate of " Stock Cost " merely to the probable investment that would, in my opinion, be incurred in the fitting out of a single ship, if constructed of dimensions capable of fulfilling the required conditions, of the project as set forth by its prospectus. The statements and calculations submitted by me to the Institution on the 15th November were avowedly based on the type and form of H. M. screw steam-sloop Rattler, the locomotive efficiency of which vessel, when tested by the formula °^ was referred to as bein?, to the best of my ■' IND. H.P., °' ■' knowledge, unsurpassed by that of any vessel of the present day, either in the Royal Navy or in the Merchant Service ; and the data on which my calculations were made were particularly set forth and referred to. Nevertheless, by the weekly private press report of proceedings of the Institution on the 22nd November, page 4, it is set forth, in reference to the suppressed statements which I made on the 15th, that " the. data were not given fur selecting that vessel," and also, " that the Rattler had not performed a series of long voyages under every variable line of immersion, or under such changes of weather and states of the sea as to furnish data for such important deductions ;" and again, by the private press report of proceedings on the 29th November, page 3, it is set forth that "it must be clearly understood that the Rattler, which had been used as the type, was built during the most depressed period (scientifically) of construction in H. M. Dockyards." 10 Now, as regards having based my calculations on the type o{ form exemplified by H. M. steam-sloop Rattlek, the reasons for my selection of that vessel were fully referred to in my statement of the 15th, and may be re-stated and further extended as follows : — 1st. Because, on referring to the published Admiralty record of the test-trials of the screw ships of the Royal Navy, as printed and issued by the Admiralty in May, 1850, (in which record the locomotive performance or efficiency of each ship has been designated by a numeral co-efficient, or index V' D^ number of efficiency, deduced from the formula , ^ „ \ I found that H. M. steam-sloop Rattler stood at the head of the list as surpassing all screw ships then in the Royal Navy. 2nd. Because, having recently availed myself of opportunities for comparing by the same rule, H. M. steam-sloop Rattleb with other vessels, both paddle-wheel and screw, in the Merchant Service as well as in the Royal Navy, including H. M. steam-packet Banshee (paddle-wheel), still I have never yet met with any vessel that, on combination of the elements of Displacement, Power, and Speed, by the rule referred to, has produced a numeral result indicative of a superior degree of locomotive efficiency to that attained by Rattler. 3rd. Because, amongst all the newspaper and other published reports of data derived from steam ship trials, I have never seen any instance based on complete and duly authenticated trial, whereby it can be deduced by the rule or formula referred to that the locomotive efficiency of the Rattler has, hitherto, been surpassed. 4th. Because, H. M. steam-sloop Rattler, after 10 years' service in the Koyal Navy, chiefly on Foreign Service in all seas, and subject to all the usual fluctuations in point of immersion, has proved herself to be a vessel of creditable sea-worthy properties for her class, thereby showing that the high degree of locomotive efficiency exemplified by the type of Rattler has not been attained by the sacrifice of nautical trustworthiness. 5th. Because, H. M. steam-sloop Rattler having been the first vessel exceeding a Displacement of 1000 tons to which the screw propeller was applied in the Royal Navy, and the precursor to the application of the screw to vessels of large size in the Merchant Service, I regarded it as an important subject for investigation why this ship, although not originally constructed for a screw-vessel, but converted in the year 1841 to a screw ship by a slight addition to her stern, should still, in the year 1853, appear at the head of the published lists of steam-vessels in regard to locomotive efficiency, as determined by the formula above referred to, based on actual trial data duly authenticated. 21 6th. Because, the peculiarities of this case of Rattler, though brought before public notice by the published records of the Admiralty in May, 1850, (which record has been re-published, for example, by Bourne,) and especially referred to by myself in an Essay on Marine Engine Construction, page 12, published by Weale London, in April, 185], and again referred to by me in an Essay on Steam Ship Capability, page 18, published by Grant, Woolwich, in March, 1853 ; of both which Essays I have presented copies to the Institution and distributed them extensively amongst Naval Officers and steam-ship constructors, still, notwithstanding this publicity, the superiority of Rattler has remained unchallenged, excepting by the general assumptions published in the private press report of proceedings at the Institution on the 22nd November, to which all reply on my part at the Institution of Engineers, even in justification of my statements, has been denied me and foreclosed. 7th, Because, the type of Rattler, although described by the private press report of the Institution as having been " built during the most depressed period, scientifically, of construction in H.M. Dockyards," is nevertheless so far tacitly acknowledged to be remarkable, that certain eminent constructors of the present day have, as I understand, declined to guarantee, under contract, the re-production of equal dynamic results, on the test of the formula referred to. 8th. Because, I regard it as a reasonable requirement that all contracts for steam-ships should include some guarantee or other, not only as to the size but also as to the dynamic quality of the steam-ship to be delivered under the contract, and for which, gold of a certain weight and standard quality is to be paid. I believe that one mode of effecting the object of contract guarantee as to the dynamic quality of Merchant steam-ships would be approximately attained by means of the co -efficient or index number deduced by the formula ^ °3- from jata derived from the actual test-trial performance of the vessel, IND, H.P., and although H. M. screw steam-sloop Rattler was constructed in "1841," when, as would appear by the private press report of the proceedings of the Institution, " ff, M. Dockyards were, scientifically, in their most depressed condition," nevertheless, I believe it will be found that the co-efficient or index number indicative of the dynamic quality of that vessel is still the highest that any steam-ship constructor would now in "1853," be willing to admit as the base of a steam-ship contract. 9th. Because, the adoption of some guarantee such as that above suggested would, by affording the means of comparing the " dynamic qualities" of steam-ships, at once lead to professional rivalry that would greatly promote the science of steam-ship construction and be conducive both to Naval efficiency and Mercantile economy of transport: considerations of high public importance. 12 Such are the grounds on which I assumed the type of Rattleb as the base of my calculations, and it will be a subject of Mercantile congratulation when steam-ship constructors shall not merely achieve an occasional superior dynamic result, but constantly guarantee its equal. Investigations and calculations such as I have advanced required, as an assurance of their practical application, to be based on some existing type of form, and, for the reasons above stated, it appeared to me that the Rattleb, though constructed in " 1841," still afforded in 1853 the most appropriate type of form on which I could base calculations on steam-ship cabability according to an already realised and, as may be hoped, again realisable scale of performance. The sentiments with which I have re- garded and still regard the case of the Rattleb are set forth at page 18 of my Essay on Steam Skip Capability (published by Gbant, Woolwich, 1853,) in the following terms : — " Her Majesty's steam-sloop Rattleb having now held this pre-eminent position for 12 years, it is, of course, to be expected that, amongst the multiplicity of rivals of modern construction and the confident pretensions to superiority advanced successively in favour of each ship of the most recent build, the Rattleb must soon assume a secondary place : until, however, such superiority shall be reaUsed, the Rattleb may be regarded as a type of form and of engine adaptation thereto worthy of the study (not slavish imitation) of steam-ship constbuctoks and the attention of steam-ship pbopbietobs." Now, as respects the "pboposed labge class of steamebs" to which the attention of members was directed by the Circular of the President and Council, and to which I addressed myself at the meeting on the 16th November, I considered it indispensable that I should specify " the particular projects" which I presumed to be specially referred to as the subject of discussion, namely : — 1st. The project favourably noticed by a Committee of the House of Commons for effecting the passage between Holyhead and Kingstown (a distance of 64 statute miles) at a postal speed of 22J statute miles per hour, 2nd. The project now said to be undertaken by American constructors to establish a communication between New York and Liverpool in 6 days, the length of passage being assumed at 3,260 nautical miles, and therefore demanding an average speed of 22 nautical miles per hour. 5rd. The project said to be undertaken in London for establishing a steam- ship communication between England and Calcutta by vessels to be capable of carrying sufficient fuel for the whole voyage to Calcutta ANn back, being a voyage of about 25,000 nautical miles, without re-coaling, at the promised average speed of 15 nautical miles an hour. No objection, be it observed, was taken by the President and Council at the meeting on the 15th to the foregoing specific designation of projects 13 which I thus particularized as being the projects to which I presumed that the Circular of the President and Council referred. The first two projects, though the subjects of the chief portion of the statements addressed by me to the meeting on the 15th November, have not been noticed at all by subsequent speakers or in the private press report of proceedings, and, therefore, I make no further allusion to them ; but, as regards the 8rd project, namely, the projected voyage of 26,000 nautical miles, without re-coaling, at the average speed of 16 nautical miles per hour, as proposed by the Eastern Steam Navigation Company, the private press report has altogether mis-stated the obligatory conditions announced by the prospectus of this project by referring to them in the following terms : — ■ " It was assumed that when it was stated a large steamer was intended to run to India or Australia and back, without re-coaling, it was only meant that she would carry enough coal to avoid detention at the intermediate ports.' By this assumption, the correctness of my statements as to the published con- ditions of the prospectus of the Eastern Steam Navigation Company has thus, on the face of the Institution private press report, been directly questioned, and my proferred vindication thereof having been refused, it now only remains for me to justify my statements by quoting the printed prospectus of the Eastern Steam Navigation Company as promulgated and presented at a general meeting of the Proprietors, August 6th, 1863, from which I extract the following announcements : — Page 3. — " Your ships will escape the great cost of taking in coal at a FOREIGN station : your ships will take their whole amount of coal for the voyage from near the pit's mouth at a rate not exceeding, for the best quality, 12s. to 14s. per ton." Page 4. — "By this great speed (16 knots an hour) the voyage between England and India, by the Cape, will be reduced to from 30 to 33 days, and between England and Australia to 33 or 36 days." Page 7. — " Your Directors think it right to state that the result of their calculations is, that after making the most ample allowance for working expenses, depreciation, wear and tear, and insurance, a surplus remains equal to 40 per cent, per annum upon the capital invested." Such are the terms of the prospectus on which I made the statement that the ships for this project were to be coaled in England for the whole voyage to Calcotta and back, direct, and that the vessels were to be propelled at the average speed of 16 nautical miles per hour ; and it is now important to observe that the mechanical capability of the proposed ships to carry coal 14 FOR THE WHOLE VOYAGE at the average speed of 15 nautical miles per hour, to be shipped from "near the pit's mouth at a cost not exceeding \2s. to 14s. per ton for the best quality," was prominently put forward in the prospectus as one of the ostensible grounds of economy in the great item of coal on which the promised dividend ofiO per cent, per annum was held out to the Shareholders. It is the mechanical fulfilment of these conditions, on which the said promised dividend of 40 per cent, per annum has been calculated, that constitutes the question which I undertook to discuss on the base of existing steam-ship practice, irrespective of promissory improvements not yet practically realised. I conceive that I need not now, in this Memorial, recapitulate the statements and calculations made by me at the meeting of the 15th on the subject of this project : suffice it to say that, assuming the index number of the Rattler as the base of my calculations, and taking the consumption of fuel at 4^ lbs- per indicated H.P. per hour, (which, I believe has not been surpassed by the best examples of marine engine practice of the present day,) I came to the conclusion that the size'of vessel that would be required for the due fulfilment of the CONDITIONS of the project, as announced ly the prospectus of the Eastern Steam Navigation Company, would, probably, be not less than 100,000 tons' Displacement ! and that the whole capital of the Company, as proposed by the prospectus, namely, £2,000,000, would, probably, be absorbed in the construction of a single vessel, if constructed of the stupendous size that would, according to my calculations, he indispensable Jbr the performance of 25,000 nautical miles without re-coaling, at the average speed of 15 nautical miles per hour. A written summary of the remarks expressed by me at the meeting on the 15th November setting forth the data and grounds of my calculations was, as before stated, prepared by me at the express desire of the Secretary of the Institution, and handed to him by myself on the 18th November ; and it is to the total suppression of that written document expressive of my sentiments, whilst the sentiments of others having apparently a more favourably tendency in support of the project referred to, and questioning my veracity in order to support that view, have been circulated by the private press of the Institution, that I attribute much of the misunderstanding and perversion that has arisen in regard to my opinions as to the undoubtedly superior dynamic capability of large ships as compared with smaller vessels. As an Engineer, I am not opposed to the construction of large ships, as has been erroneously imputed to me, but I have questioned the fulfilment of the mechanical conditions as respects the combination of a 15 knot speed with a 26,000 mile voyage without ee-coalino, on which this Eastern Steam Navigation Project appears to have been founded. My sentiments as to the advantages of large ships in a mechanical point of view have been fully set forth in my engineering practice, as the constructor of the engines of the "Don Juan," in " 1834," the largest engines of their day, and in the publication that I have issued on Steam Ship Capability, in 1863, 1 have thus both practically and theoretically declared myself in favour of the 15 superior capabilities of large ships as respects either speed or distance, but I desire to forewarn steam-ship proprietors of the Mercantile disappointment to which extravagant expectations as respects the combination of high speed and great length of voyage, without ee-coalino, by the mere agency of size, will, in my opinion, inevitably lead. Constructively, I recognise no limit as to size but that which may be dictated by mebcantile and nautical considerations ; and I believe that my views, as stated by myself, have been expressed in a manner that would not have been misunderstood, had they not been promulgated in a perverted sense by the private pkess eepoets of the Institution of Engineers. CHARLES ATHERTON. FURTHER REMARKS. (Not included in the foregoing memorial to the Institution of Engineers.) Mr. Atherton avails himself of this opportunity to elucidate more fully the views which he entertains in demonstration of the superior dynamic capabilities of large ships, and which he was desirous to bring before the Institution of Engineers at their meeting on the 29th November last, had further remark on his part been permitted. Continuing, therefore, our investigations, the following Tables (based on the formula ^^^' ^p - = C) will show definitely the comparative degrees of superior capability which, in a locomotive or dynamical point of view, and without reference to Mercantile or Nautical considerations, is the inherent property of increased magnitude ; the comparison being made between ships o( similar type of form, but dififering only in size •• the type now, as before, adopted as the base of the calculations being that of " Rattler," of which vessel, the co-eflScient (C) deduced, with reference to the Indicated H.P. of 33,000 lbs. raised 1 foot per minute, is C = 215-5. Table, No. 1, showing the superior capability of large ships, as indicated by a progressively increasing rate of speed corresponding to a progressively increasing size of ship ; the proportion of Displacement to Power being assumed, in all cases, constant, namely, 2 tons' weight of Displacement to 1 Indicated H.P., of 33,000 lbs., raised 1 foot per minute : Hence, it appears that the same pkopoktion of Power to Disptacement which drives a ship of 5,000 ions Displacemtnt at 12 hnots an hour will drive u ship of 10,000 tons, on the same type of build, at iZ knots, and a ship of 20,000 tons at, 14 knots per hour. Displacement. Tons. Indicated H.P. Speed. Knots. 5000 10000 20000 2500 5000 10000 12-27 13-25 14-31 16 Table, No. 2, showing the supeeiob capability of large ships as indicated by the progressively reduced ratio of Power to Displacement, whereby a constant speed is given to vessels of progressively increasing size ; the calculation being made for the constant speed of IS nautical miles an hour : Displacement. Tons. Speed. Knots. Indicated H.P. Katio of Displacement to Indicated H.P. 6000 10000 20000 15 15 15 4569 7252 11513 100 to 91 100 to 72 100 to 57 Hence, it appears that to attain the speed of 15 kyiots an houVt a ship of 6,000 ions' Displacement requires 91 Indicated H.P. for each lOO tons' of Di^lacement ; but a ship of 10,000 tons' Displacement, on the same type of build, requires 72 Indicated H.P. fur each 100 ton^ Displacement, and a ship of 20,000 tons on the same type of build will require only 57 Indicated H.P. for each ton of DispUicement, Table, No. 3, showing the sufebiob capability of large ships as indicated by the progressively increasing distance capable of being run, without re-coaling, at a given rate of speed (say 16 knots an hour,) and witli a given per centage of the Displacement appropriated to cargo (say 10 per cent) — see note : Mid Passage Displacement. Tons. Speed. Knots. Indicated H.P. Cargo (10 per cent, of Displacement). Tons. Coal. Tons. Distance, without re-coaling. Naut. Miles. 5000 10000 20000 15 15 15 4569 7252 11513 500 1000 2000 2716 6374 14244 4440 6555 9240 , Hence, it appears that, at the speed of 15 knots an hour, and with 10 per cent. of the Displacement appropriated to Cargo, a ship of 6000 tons' Displacement wUl steam a distance of only 4,440 miles without re-coaling; but a ship of 10,000 to7is, will under the same conditions, steam 6,665 miles loithout re-coaling, and a ship of 20,000 tons, will, under the same conditions, steam 9,240 miles without re-coaling, at ilte speed of 15 knots per hour. Note.— In these Tables the weight of the hull and its equipment is assumed to be 40 per cent, of the Mid Passage Displacement; the weight of the engines and their equipment 5 cwts, per Indicated H.P., and the consamption of coal 4J lbs. per Indicated H.P. per hour. 17 Table No. 4, showing the soperioe capability of large ships as indicated by the reduced consumption of fuel per ton of cargo at whicli goods will be conveyed a given distance, without re-coaling, at a given speed ; supposing, for example, that the distance, without re-coaling, is to be S,250 nautical miles and the speed 10 nautical miles an hour : Mid Passage Displacement. Tons. Speed. Knots an hour Indicated H.P. Distance Naul. Miles. Coal. Tons. Cargo. Tons. Tons of Coal per Ton of Cargo. Deep-dranglit Displacement Tons. 5000 10000 20000 10 10 10 1354 2149 3411 3250 3250 3250 884 1403 2227 2219 4762 10034 •40 ■29 •22 5442 10701 21113 Sence, it appears that, in the case of a 3,260 miles direct passage at 10 knots an hxyur, by increasing the size of the ship from 5,442 tons to 21,113 tons of Deep-draught Displacement, the consumption of coal per ton of cargo conveyed is reduced frmn uo down to joo being a reduction of nearly 50 per cent, in favour of the larger ship. The foregoing Tables having thus illustrated the superior capabilities of large ships as compared with smaller vessels for the performance of any special service under the same specific conditions of speed and distance without re-coaling, the following Table (No. 5) is intended to show how soon the admitted advantages which result from increased size become neutralized, if, on the strength of increased size alone, we undertake obligations whicli involve, on the part of the large ship, an increased rate of speed combined u iih an increased distance, without re-coaling ; to demonstrate which, we will assume that in the prosecution of a steam-ship project on a line of com- munication extending a distance of about 12,600 nautical miles (such, for example, as the line between England and Calcutta), it is intended to employ shipping to the extent of about 20,000 tons, to be propelled by steam-power in the proportion of 2 tons of Displacement to 1 Indicated H.P. The problem now is to determine whether, as respects speed and the consumption of coal per ton weight of cargo conveyed, the proposed service will be most advan- tageously performed by SCHEME No. 1. One Vessel of 20,000 tons Mean or Mid Passage Displacement and 10,000 Indicated H.P., making the passage of 12,500 nautical miles direct, at the speed of 14-31 nautical miles an hour ; or by SCHEME No. 2. Two Vessels of 10,000 tons' Mean or Mid Passage Displacement and 5,000 Indicated H.P., making the passage in 2 stages of 6,250 nautical miles, at the speed of 13'25 nautical miles an hour ; or by SCHEME No. 3. Four Vessels of 5,000 tons' Mean or Mid Passage Displacement and 2,500 Indicated H.P., making 'the passage in 4 stages of 3,250 nautical miles, at the speed of 12'27 nautical miles an hour. It will be found by calculations lased on the data before referred to, that the mutual relations of Displacement, Power, Speed, Length of Passage, Cargo, and Coals, which result respectively from the above-mentioned 3 Schemes of shipping, will be as represented by the following Tabi.e, No. 5 : — So c V, tZ S ID .?n ■J g 1 Mean o Mid Pass Displacem Q "1. Distanc 12500 Nau Miles. 'a " u i o 1 §■5 "1 cS to 5 TONS. N. M. 1 stage of D. H. TONS. TONS. TONS TONS. 1 20000 10000 14-31 12500 2 stages of 36-10 17550 725 24 28775 2 10000 5000 13-25 6250 4 stages of 39- 8 9478 2381 4 12869 3 5000 2500 12-27 3250 44- 3 5316 1711 3 5664 From the above Table we observe the following results, namely : — The steaming speeds by the above proposed 3 Schemes respectively will be at the rate of about 14, 13, and 12 nautical miles per hour : the steaming time at sea on the passage of 12,600 miles will be about 36, 39, and 44 days by the 3 Schemes respectively, and allowing 4 days for re-coaling the 10,000 tons' ship (Scheme No. 2) at the one intermediate station, and 2 days for re-coaling the ^,000 tons' ship (Scheme No. 3) at each of the three intermediate stations : then the whole time of passage between England and Calcutta by the 3 Schemes respectively would be 36 days, 43 days, and 50 days ; being 14 days shorter time of passage in favour of the one ship (Scheme No. 1) as compared with the 4 ships (Scheme No. 3) ; but the Mercantile sacrifice which attends this saving of 14 days by Scheme No. 1, as compared with Scheme No. 3, is, that by scheme No. 1, 17,660 tons of coal are consumed in the conveyance of only 726 tons of cargo, being at the rate of 24 tons of coal per ton of cargo, while each of the 4 ships of Scheme No. 3 consumes 5,316 tons of coal in the conveyance of 1,711 tons of cargo, being at the rate of 3 tons of coal per ton of cargo. Thus, notwithstanding the superior capabilities of large ships as compared with smaller vessels for performing any special service on equal conditions in regard to speed and distance without re-coaling (as shown by Tables 1, 2, 3, and 4,) we see, in the case before us (as shown by Table No. 6,) assuming each ship to make the 19 same number of passages per annum (for, the larger ships, though a shorter time at sea, will be detained the longer in port,) that the four ship Scheme, No. 3, as compared with the one ship Scheme, No. 1, is, under the different conditions as to speed and coaling stations above stated, capable of transporting between England and Calcutta nearly 10 times the aggregate weight of cargo per annum with one-eighth of the consumption of coal per ton of cargo conveyed, but with an admitted sacrifice of 14 days on the time of passage. If, however, the consumption of fuel on board of ship be reduced from 4Jlbs, per Indicated H.F. per hour, on which the foregoing calculations have been based, down to 31bs. per Indicated H.P. per hour, which is theoretically possible, and, therefore, it is hoped, may be achieved, then, on the same principle of calculation and under the above stated conditions as to loss of time by Scheme No, 3, it would still be found that the four ship Scheme, No. 3, as compared with the one ship Scheme, No. 1, would transport about double the weight of cargo per annum between England and Calcutta with about one-half of the consumption of fuel per ton of cargo conveyed, but, as before stated, with an admitted sacrifice of 14 days on the time of passage. The consumption of fuel per ton of cargo conveyed is, as one item of expense, perhaps the best criterion of the relative merits of different Schemes of Steam Navigation as respects Mercantile economy ; and, on inspecting Table No. 5 with reference to this point, it will be observed that the 2nd and 3rd Schemes are very nearly on a par with each other, that is, under the assumed working arrangements of these Schemes as above set forth, a vessel of 6,664 tons Deep-draught Displacement fitted for steaming at 12 knots per hour, and re-coaling at intervals of 3,250 nautical miles, will be somewhat more economical than a vessel of 12,369 tons Deep-draught Dis- placement fitted for steaming at 13 knots per hour, and re-coaling at intervals of 6,260 nautical miles, and as compared with a vessel of 28,775 tons Deep- draught Displacement fitted for steaming at 14 knots per hour, and making the passage of 12,500 miles direct, without re-coaling at any intermediate station, the difference in point of freight economy, as indicated by the economy of coal per ton of cargo conveyed, is so greatly in favour of the smaller vessel, time excepted, that a vessel working under such conditions of 14 knot speed COMBINED 7vitfi a 12,600 mile distance, without re-coaling, can only be regarded as a packet not profitably available for Mercantile cargo. If, however, the ship for Scheme No. 1 be constructed for a Deep-draught Displacement of 26,000 tons, and be fitted for the reduced speed of 12 knots per hour, the direct passage of 12,600 miles would then occupy 44 days, the consumption of fuel at 31bs. per Indicated H. P. per hour would be 12,000 tons, and the Displacement available for cargo would be 4000 tons weight, being at the rate of 3 tons of coal per ton of cargo conveyed, or about the same expenditure of coal per ton of cargo as that incurred by the 6,664 tons ship, (Scheme No. 3) steaming at the same speed, viz., 12 knots per hour, but 20 re-coaling at intervals of 3,250 nautical miles, and taking, including stoppages for re-coaling, 60 days for the passage ; being an admitted superiority of 6 days in favour of the direct passage of the Leviathan ship of 26,000 tons. The question is, whether this result, viz., the saving of 6 days by the Leviathan ship, will adequately compensate for the extraordinary requirements of its realization. In all the foregoing statements, the mutual relations o{ Displacement, Power, and Speed have been calculated without reference to the influence of wind and current, which, indeed, may be regarded as obstructing the regular performance of a high speed service.; for, a favourable wind, such as might help a vessel steaming at 12 knots an hour (as in Scheme No. 3), may afford no aid or even oppose a vessel steaming at 14 knots an hour (as in Scheme No. 1) ; and an adverse wind will obstruct a vessel steaming at a high speed in a greater ratio than it would obstruct the low speed ship. On these grounds, Mr. A. would again affirm the remark advanced in his Essay on Steam Ship Capability,* page 60, as follows : — "It is presumed to have been sufficiently shown by the foregoing calculations and deductions therefrom (though avowedly based on approximate data), that extreme caution ought to attend all Mercantile steam-ship contracts in regard to the obligation of maintaining such a rate of steaming speed for a long passage as exceeds the rate at which the wind may be expected to partially co-operate with the steam power ; it is also presumed to have been shown how greatly it is to be apprehended that various projects now publicly promulgated, and confi- dently professing to undertake the regular performance of very long passages at high rates of speed (for instance. Id knots an hour and upwards), are based on expectations not commercially justified by the relation which, at present, actually subsists between Steam-ship Displacement, Power, Speed, and cost of freight per ton ; at least, if the probability of the due fulfilment of such projects is to be judged of by the locomotive capability that has, hitherto, been practically realized by the most successful steam-vessels of the present day." In conclusion, Mr. Atherton would remark that Engineers must be struck with astonishment at the readiness with which capital still continues to be advanced in Great Britain for the prosecution of any enterprise however unprecedented in character or stupendous in point of ideal or material magnitude, provided only that it have the sanction of scientific authority. As a Member of the Institution of Civil Engineers, Mr. A. regards it incumbent on the Institution generally, and on its individual Members respectively, to promote to the best of their individual ability and conviction of the truth sound and realisable progress in science, as practically conducive to sound and profitable pecuniary investment, and to uphold the confidence witli whicli Engineering as a profession embodied at *The second issue of this worlj extended to meet the case of vessels of nnpreeedenfed magnitude, is now being published hy Gbant, Woolwich. 21 the INSTITUTION is publicly honoured by endeavouring to moderate all such expectations on fbojects brought before the institution as may appear on discussion to be based on questionable grounds in mechanical science. It is with this purpose that Mr. A., after having given his attention to the almost novel study of " Steam Ship Capability," as respects the combined relations of Tonnage, Displacement, Power, Speed, Length of Passage, Cargo, and Coal, in connection with different types of build and of engine adaptation thereto, and having already appeared before the public on this subject by his publications thereon, was induced to take part at the Institution of Civil Engineers in the discussion proposed by the Council themselves. " On the capabilitt of the proposed labge class of steamers ;" and holding the opinion that the undoubtedly superior dynamic capability of large ships as compared with smaller vessels will be most advantageously developed by the superior fecuniabt ECONOMY at which any given service will be performed on equal conditions as to speed and distance, without re-coaling, rather than by the time-economy resulting from the combination of a. high rate of speed with an increased length of passage, without re-coaling, as proposed by the prospectus of the project especially under consideration ; feeling also that the public generally are little aware of the practical difficulties which attend the plausible combination of high speed with great distance without re-coaling, he (Mr. A.) thought proper, for the reasons above stated, not to remain silent, but to announce his views at the Institution. Mr. A. is open to any equally comprehensive elucidation of the subject which other Members may have to advance ; but he regrets having experienced that the action of the Institution in regard to this discussion on the " Capability of Large Steamers," as virtually brought before the public by its private press reports, and by the action of an individual member of the council, beyond the sphere of the institution itself, (see Times, 28th Feb. 1854) has t ended to compromise bis professional character, and has rendered the foregoing exposition on his part a matter of personal obligation ; unwelcome, perhaps, to some individuals connected with the projects referred to, towards whom Mr. A. entertains the highest personal regard and the most sincere good wishes for their professional success. CHARLES ATHERTON. Woolwich Dockyard, 20th April, 1854. APPENDIX No. 2. II Royal Dockyard, Woolwich, 7th February, 1854. Sib, The measurement of Ships' Tonnage being, now, a subject of legislation, I beg respectfully to bring before your notice that — admitting the proposed system of admeasurement to be well adapted for Mercantile and Fiscal purposes — it will, nevertheless, be useless as a datum for determining the relative merits of the constructive form and engine-adaptation thereto of steam-sbips : for this purpose, in addition to the Commercial tonnage, it is desirable that the ships' Displacement and corresponding draught be also known, namely : — ^ , ("Forward, — ") , ^. , 1st. Launching Draught -J >-and Displacement. l^ft; — J 2nd. Light Draught ready f Forward, — ") < >and Displacement, for Cargo (Aft — j 3rd. Loaded to Constructors' f Forward, — ") -! Vand Displacement. Deep-draught line .,. (.Aft, — J These data would afford the means of ascertaining approximately the dead weight of cargo, and this apptoxi-mate knowledge of the dead weight, when compared with the Mercantile tonnage or bulk, would be an useful Fiscal check in cases of doubt as to the declaration of cargo. As a question of science (ir> which alone I take an interest in this matter), I beg to observe that it is for want of registration of the Displacement of vessels in the 3 different conditions above set forth, namely, — when Launched, when Light ready to receive cargo; and when Loaded down to the constructor's Deep-draught line (which data builders rarely give, and which Merchants, not knowing the importance of it, seldom demand), that keeps the public totally in the dark as to the relative co-efficients of locomotive duty performed by different steam-ships ; and it is for the want of such means of comparison, whereby constructive merit may be measured, that the models of form and of engine-adaptation best suited for Mercantile duty have not been recognised, whilst inferior vessels have infused pernicious maxims of construction. In an " Essay on Steam Ship Capability," which you recently did me the honour of noticing, I have briefly referred to " the necessity of the available engine-power of all steamers being registered, together with the tonnage and the DISPLACEMENT at a given draught," (Preface to " Steam Ship Capability ;'") and I now beg further to express the opinion that the registration of Displacement, if followed up, would soon work out a reform in shipping affairs of great Mercantile importance. I have the honour to be, Sir, Your most obedient Servant, (Signed,) CHAS. ATHERTON. To in Woolwich Dockyard, 1st May, 1864. SlE, On referring to the proposed Act for the Regulation of Merchant Shipping, it appears that the " Horse Power" of all steamers is to be registered ; but no definition has been given of the amount or measure of power that is to constitute the unit of power (H.P.) I therefore beg respectfully to submit the following remarks for your consideration : — No definite measure of power has ever been legalized as constituting the unit of power (H.P.) Watt originally defined the unit of power " Horse Power" as equivalent to a weight of 83,C00lbs. raised 1 foot high per minute ; which definite amount of power was originally acted upon, and is still recognised by engineers as the unit denoted by the term "indicated Horse Power," or Ind. h.p.; but, in all marine engine practice for many years past, this definite unit has been totally discarded. No other definite meascee of power whatever has been substituted in lieu thereof: the practice of engineers has been entirely arbitrary, and, consequently, under the general term " Horse Power,'' the denomination of an engine (say 350 Nominal Horse Power) does not afibrd any indication whatever of the working or Indicated Power capable of being developed. For example : — The Indicated h.p. of H. M. S. V. Encounter is double the Nominal H.P. ,, „ Agamemnon is 3 times ,, „ ,, Undine is 4 ditto „ „ „ Banshee is 5 ditto „ „ „ Elfin is 6 ditto „ and the engines of the "Banshee" and " Llewellyn ' of 350 H.P., as completed by the contractors, actually worked up to a greater amount of power than the 800 H.P. engines of the "Terkible" and "Retkibdtion." Hence, it appears that the Nominal Horse Power by which the machinery of a vessel is designated constitutes no certain indication whatever of the working capability of the engines. This almost incredible anomaly has been briefly referred to in my " Essay on Steam Sliip Capabihty," page 7, to which I have the honour to refer ; and in addition to the instances therein adduced of its baneful effect on the marine engine practice of the present day, I would also assert that it constitutes a source of disorganization of a most serious character. I do not hesitate to affirm that a legalized definition of the unit of power to be denoted by the term " Horse Power" would at once conduce more than any other step whatever to the improved application of steam, I am, Sir, Your most obedient Servant, (Signed,) CHAS. ATHERTON. To APPENDIX No. 3. 11 V. 5.00 y3 V. V3 V. yS V. T' V. yS V. v3 V. 9.20 v' V. v' 125.00 5.70 186.19 6.40 262.14 7.10 367.91 7.80 474.65 8.50 614.12 778.69 9.90 970.30 1 125.75 I 186.17 1 263.37 1 369.43 1 476.38 1 616.30 1 781.23 1 973.24 2 126.51 2 187.15 2 264.61 2 360.94 2 478.21 2 618.47 2 783.78 2 976.19 3 127.26 3 188.13 3 265.85 3 362,47 3 480.05 3 620.65 3 786.33 3 979.15 4 128.02 4 189.12 4 267.09 4 363.99 4 481.89 4 622.84 4 788.89 4 382.11 6 128.79 5 190.11 5 268.34 5 365.53 6 483.74 6 625.03 5 791.45 5 985.07 6 129.55 6 191.10 6 269.69 6 367.06 6 486.59 6 627.22 6 79402 6 988.05 7 130.32 7 192.10 7 270.84 7 368.60 7 487.44 7 629.42 7 796.60 7 991.03 8 131.10 8 193.10 8 272.10 8 370.15 8 489.30 8 631.63 8 799.18 8 99401 9 131.87 9 194.10 9 273.36 9 371.69 9 491.17 9 633.84 9 801.77 9 997.00 6.10 132.65 5.80 195.11 6i50 274.62 7.20 373.25 7.90 493.04 8.60 636.06 9.30 80436 10.00 1000.0 1 133.43 1 196.12 1 275.89 1 374.81 1 494.91 1 638.28 1 806.95 1 1003.0 2 134.22 2 197.14 2 277.17 2 376.37 2 496.79 2 640.60 2 809.56 2 1006.0 3 135.01 3 198.16 3 278.46 3 377.93 3 498.68 8 642.74 3 812.17 3 1009.0 4 135.80 4 199.18 4 279.73 4 379.50 4 500.67 4 644.97 4 81478 4 1012.0 6 136.59 5 200.20 6 281.01 6 381.08 £ 602.46 5 647.21 5 817.40 6 1015.1 6 137.39 6 201.23 6 282.30 6 382.66 6 604.36 6 649.46 6 820.03 6 1018.1 7 138.19 7 202.26 7 283.59 7 384.24 7 506.26 7 651.71 7 822.66 7 1021.1 8 138.99 8 203.30 8 284.89 8 386.83 8 508.17 8 663.97 8 825.29 8 10242 9 139.80 9 204.34 9 286.19 9 387.42 9 510.08 9 656.23 9 827.94 9 1027.2 5.20 140.61 6.90 205.38 6.60 287.50 7.30 389.02 8.00 512.00 8.70 668.60 ■9.40 830.58 10.10 1030.3 1 141.42 1 206.43 1 288.80 1 390.62 1 513.92 1 660.78 1 833.24 1 1033.4 2 142 24 2 207.47 2 290.12 2 392.22 2 515.85 2 663.05 2 836.90 2 1036.4 3 143.06 3- 208.63 3 291.43 3 393.83 3 517.78 3 665.34 3 838.56 3 1039.5 4 143 88 4 209.68 4 292.76 4 395.45 4 619.72 4 667.63 4 841.23 4 1042.6 5 144.70 5 210.64 6 294.08 6 397.07 6 521.66 5 669.92 5 843.91 6 1045.7 6 145.63 6 211.71 6 296.41 6 398.69 6 523 61 6 672.22 6 846.59 6 1048.8 7 146.36 7 212.78 7 296.74 7 400.32 7 626.66 7 674.53 7 849.28 7 1051.9 8 147.20 8 213.86 8 298.08 8 401.95 8 627.61 8 676.84 8 851.97 8 1066.0 9 148.04 9 214.92 9 299.42 9 403.58 9 529.48 9 679.16 9 85467 9 1058,1 5.30 148.88 6.00 216.00 6.70 300.76 7.40 405.22 8.10 531.44 8.80, 681.47 9.50 857.37 10.20 1061.2 1 149.72 1 217.08 1 302.11 1 406.87 1 533.41 1 683.80 1 860.09 1 1064.3 2 150.67 2 218.17 2 303.46 2 408.52 2 636.39 2 686.13 2 862.80 2 1067.5 3 161.42 3 219.26 3 304.82 3 410.17 3 53737 3 688.47 3 866.52 3 1070.6 4 152.27 4- 220.36 4 306.18 4 411.83 4 639.36 4 690.81 4 868.26 4 1073.7 6 153,13 6 221.45 5 307.56 6 413.49 6 64134 5 693.15 5 870.98 5 1076.9 6 153.99 6 222.65 6 308.92 6 415.16 6 543.34 6 695.61 6 873.72 6 1080.0 7 154.85 7 223.65 7 310.29 7 416.83 7 645.34 7 697.86 7 876.47 7 1083.2 8 155.72 8 224.76 8 311.67 8 418.51 8 547.34 8 700.23 8 879.22 S 1086.4 9 156.59 9 226.87 9 313.06 9 420.19 9 549.35 9 702.60 9 881.97 9 1089.5 6.40 157.46 6.10 226.98 6.80 31443 7.50 421.87 8.20 551.37 8.90 704.97 9 60 884.74 10.30 1092.7 1 158.34 1 228.10 1 316.82 1 423.56 1 563.39 1, 70736 1 887.50 1 1095.9 2 169.22 2 229.22 2 317.21 2 425.26 2 565.41 2 709.73 2 8f0.28 2 1099.1 3 160.10 3 230.35 3 318.61 3 426.96 3 657.44 3 712.12 3 893.06 8 1102.3 4 160.99 4 231.48 4 320.01 4 428.66 4 669.48 4 714.52 4 896.84 4 1106.6 6 161.88 5 232.61 5 321.42 5 430.37 5 561.52 6 716.92 5 898.63 fi 1108.7 6 162.77 6 233.74 6 322.83 6 432.08 6 663.56 6 719.32 6 901.43 6 1111.9 7 163.67 7 234.89 7 324.24 7 433.80 7 666.61 7 721.73 7 904.23 7 1116.2 8 164.57 8 236.03 8 326.66 8 435.62 8 667.66 8 724.15 8 907.04 8 1118.4 9 166.47 9 237.18 9 327.08 9 437.26 9 659.72 9 726.57 9 909.86 9 1121.6 5.50 166.37 6.20 238.33 6.90 328.61 7.60 438.98 8.30 671.79 9.00 729.00 9.70 912.67 10.40 11249 1 167,28 1 239.48 1 329.94 1 440.71 1 573.86 1 731.43 1 915.50 1 1128.1 2 168.20 2 240.64 2 331.37 2 442.46 2 576.93 2 733.87 2 918.33 2 1131.4 3 169.11 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V" V. v» V. v» V. yS 8489.7 21.10 9393.9 21.80 10360 22.60 11391 23.20 12487 23.90 13652 24.60 14887 1 8502.2 I 9407.3 1 10374 1 11406 1 12603 1 13669 1 14905 2 8614.7 2 9420.7 2 10389 2 11421 2 12519 2 13686 2 14923 8 8527.2 8 9434.1 3 10403 3 11436 3 12636 3 13703 8 14941 4 8639.7 4 9447.5 4 10417 4 11451 4 12652 4 13721 4 14960 6 8662.2 6 9460.9 5 10432 5 11467 5 12668 6 13738 5 14978 6 8664.8 6 9474.3 6 10446 6 11482 6 12684 6 13765 6 14996 7 8677.4 7 9487.7 7 10460 7 11497 7 12601 7 13772 7 16014 8 8589.9 8 9601.2 8 10475 8 11613 8 12617 8 13789 8 15033 9 8602.5 9 9614.7 9 10489 9 11528 9 12633 9 13807 9 15061 20.60 8616.1 21.20 9528.1 21.90 10603 22.60 11543 23.30 12649 24.00 13824 24.70 15069 1 8627.7 1 9541.6 1 10518 1 11659 1 12666 1 13841 1 16088 2 8640.4 2 9555.1 2 10532 2 11574 2 12682 2 13859 2 15106 8 8663.0 8 9668.6 3 10547 3 11589 3 12698 3 13876 3 15124 4 8665.7 4 9682.2 4 10561 4 11605 4 12716 4 13893 4 15143 6 8678.3 6 9596.7 6 10676 6 11620 6 12731 5 13911 6 15161 6. 8691.0 « 9609.3 6 10590 6 11636 6 12747 6 13928 6 15179 7 8703J 7 ^622.8 7 10604 7 11651 7 12764 7 13345 7 16198 S 8716.4 8 9636.4 8 10619 8 11666 8 12780 8 13963 8 15216 9 8729.1 9 9660.0 9 10633 9 11682 9 12796 9 13980 9 16236 20.60 8741.8 21.30 9663.6 22.00 10648 22.70 11697 23.40 12813 24.10 13998 24.80 15263 1 8754.6 1 9677.2 1 10663 1 11713 1 12829 1 14015 1 16271 2 8767.3 2 9690.8 2 10677 2 11728 2 12846 2 14032 2 16290 3 8780.1 8 9704.5 8 10692 3 11744 3 12862 3 14050 3 15308 4 8792.8 4 9718.1 4 10706 4 11759 4 12879 4 14067 4 15327 5 8806.6 5 9731.8 6 10721 5 11775 6 12895 6 14086 5 15345 6 8818.4 6 9745.5 6 10735 6 11790 6 12912 6 14102 6 16364 7 8831.2 7 9759.2 7 10750 7 11806 7 12928 7 14120 7 15383 8 8844.1 8 9772.9 8 10765 8 11821 8 12945 8 14137 8 15401 9 8856.9 9 9786.6 9 10779 9 11837 9 12961 9 14166 9 16420 20.70 8869.7 21.40 98003 22.10 10794 22.80 11852 23.60 12978 24.20 14172 24.90 15438 1 8882.6 1 9814.1 1 10809 1 11868 1 12994 1 14190 1 15457 2 8895.5 2 9827.8 2 10823 2 11884 2 13011 2 14208 2 16476 3 8908.4 3 9841.6 3 10838 3 11899 3 13028 3 14225 3 16494 4 8921.3 4 9855.4 4 10863 4 11915 4 13044 4 14243 4 16513 5 8934.2 6 9869.2 5 10867 6 11930 5 13061 6 14261 5 15531 6 8947.1 6 9883.0 6 10882 6 11946 6 13078 6 14278 6 15660 7 8960.0 7 9896.8 7 10897 7 11962 7 13094 7 14296 7 16569 8 8973.0 8 9910.7 8 10912 8 11978 8 13111 8 14314 8 15688 9 8985.9 9 9924.5 9 10926 9 11993 9 13128 9 14331 9 16606 20.80 8998.9 21.50 9938.4 22.20 10941 22.90 12009 23.60 13144 24.30 14349 25.00 16625 1 9011.9 1 9952.2 1 10966 1 12025 1 13161 1 14367 , , 2 9024.9 2 9966.1 2 10971 2 12040 2 13178 2 14384 , , 3 9037.9 8 9980.0 3 10986 3 12056 3 13194 a 14402 , , 4 9060.9 4 9993.9 4 11000 4 12072 4 13211 4 14420 , ^ , , e 9064.0 6 10008 6 U016 6 12088 6 13228 6 14438 ,, ,, 6 9077.0 6 10022 6 11030 6 12104 6 13245 6 14456 , , , , 7 9090.1 7 10036 7 11045 7 12119 7 13202 7 14473 , , , , 8 9103.1 8 10060 8 11060 8 12135 8 13278 8 14491 ,, 9 9116.2 9 10064 9 11075 9 12161 9 13295 9 14509 •• ■• 20.90 9129.3 21.60 10078 22.30 11090 23.00 12167 23.70 13312 24.40 14627 ,, 1 9142.4 1 10092 1 11104 1 12183 1 13329 1 14545 , , , , 2 9155 6 2 10106 2 11119 2 12199 2 13346 2 14563 , . 3 9168.7 3 10120 8 11134 3 12215 3 13363 3 14580 • « ,. 4 9181.8 4 10134 4 11149 4 12231 4 13380 4 14598 t , 5 9195.0 5 10148 5 11164 5 12247 5 13396 6 14616 «. , , 6 9208.2 6 10162 6 11179 6 12262 6 13413 6 14634 , , , , 7 9221.4 7 10176 7 11194 7 12278 7 13430 7 14662 , , 8 9234.6 8 10190 8 11209 8 12294 8 13447 8 14670 , . 9 92478 9 10204 9 11224 9 12310 9 13464 9 14688 ■• 21.00 9261.0 21.70 10218 22.40 11239 23.10 12326 23.80 13481 24.60 14706 , ^ , , 1 9274.2 1 10232 1 11264 1 12342 1 13498 1 14724 2 9287.5 2 10247 2 U270 2 12368 2 13516 2 14742 ., .. 3 9300.7 3 10261 3 11285 3 12374 3 13532 3 14760 , . 4 93140 4 10275 4 11300 4 12391 4 13549 4 14778 ,, 5 9327.3 5 10289 6 11315 6 12407 5 13566 6 14796 , , . , 6 9340.6 6 10303 6 11330 6 12423 6 13583 6 14814 .. .. 7 9353.9 7 10318 7 11345 7 12439 7 13601 7 14833 ■ • • • 8 9367.2 8 10332 8 11360 8 12455 8 13618 8 14851 .. 9 9380.6 9 10346 9 11376 9 12471 9 13636 9 14869 •• • • VI D. !>! a.- D| V. D* D. D| D. Df D. D| D. i>S 600 62.996 120O 112.92 1900 153.41 2600 189.08 3300 221.66 4000 251.98 10 63.833 10 113.66 10 153.94 10 189.57 10 222.10 10 262.40 10 4.6416 20 64.666 20 114.18 20 154.48 20 190.05 20 222.55 20 252.82 15 6.0822 30 65.491 30 114.80 30 165.01 30 190.63 30 223.00 30 263.24 "20 7.3681 40 66.313 40 115.42 40 165.55 40 191.02 40 223.45 40 263.66 2S 8.6499 60 67.129 60 116.04 50 166.08 60 191.60 50 223.89 50 264.08 30 9.6549 60 67.940 60 116.66 60 166.62 60 191.98 60 224.33 60 254.59 35 10.700 70 68.746 70 117.27 70 167.16 70 192.46 70 224.78 70 264.91 40 11.696 80 69.648 80 117.89 80 157.68 80 192.94 80 225.22 80 255.33 45 12.661 90 70.346 90 118.60 90 158.21 90 193.42 90 226.67 90 256.76 50 13.672 600 71.138 1300 119.11 2000 158.74 2700 193.90 3400 226.11 4100 256.16 65 14.462 10 71.926 10 119.72 10 169.27 10 194.38 10 226.56 10 256.58 60 15.326 20 72.710 20 120.33 20 159.79 20 194.86 20 227.00 20 257.00 65 16.166 30 73.490 30 120.94 30 160.82 30 195.33 30 227.44 30 257.41 70 16.986 40 74.266 40 121.54 40 160.85 40 195.82 40 227.88 40 257.83 75 17.784 50 75.036 60 122.15 50 161.37 60 196.29 50 228.32 50 258.24 80 18.566 60 75.805 60 122.75 60 161.90 60 196.76 60 228.76 60 258.66 85 19.332 70 76.568 70 123,35 70 162.42 70 197.24 70 229.20 70 259.07 90 20.083 80 77.328 80 123.95 80 162.95 80 197.71 80 229.64 80 259.49 95 20.820 90 78.085 90 124.55 90 163.47 90 198.18 90 230.08 90 259.90 100 21.544 700 78.837 1400 125.15 2100 163.99 280O 198.66 3500 230.62 4200 260.32 05 22.266 10 79.586 10 126.74 10 164.51 10 199.13 10 230.96 10 260.73 10 22.958 20 80.332 20 126.33 20 165.03 20 199.60 20 231.40 20 261.14 15 23.649 30 81.074 30 126.93 30 165.55 30 200.07 30 231.84 30 261.65 20 24.329 40 81.813 40 127.52 40 166.06 40 200.54 40 232.27 40 261.96 25 25.000 50 82.549 60 128.11 50 166.58 50 201.01 50 232.71 50 262.38 30 25.662 60 83.283 60 128.69 60 167.10 60 201.49 60 233.16 60 262.79 35 26.316 70 84.009 70 129.28 70 107.61 70 201.96 70 233.58 70 263.20 40 26.962 80 84.735 80 129.87 80 168.12 80 202.42 80 234.02 80 263.61 45 27.600 90 85.458 90 130.46 90 168.64 90 202.89 90 234.46 90 264.03 150 28.231 800 86.176 1500 131.04 2200 169.15 2900 203.36 3600 234.89 4300 264.46 55 28.855 10 86.894 10 131.62 10 169.66 10 203.83 10 235.33 10 264.86 60 29.472 20 87.608 20 132.20 20 170.18 20 204.29 20 23i>.76 20 ^es.M 65 30.083 30 88.319 30 132.78 30 170.69 30 204.76 30 236.19 30 265.66 70 30.688 40 89.026 40 133.36 40 171.20 40 205.22 40 236.63 40 266.07 75 31.286 50 89.732 50 133.93 60 171.71 50 205.69 50 237.06 60 266.48 80 31.880 60 90.484 60 134.51 60 172.21 60 206.16 60 237.49 60 266.88 85 32.467 70 91.133 70 136.08 70 172.72 70 206.62 70 237.93 70 267.29 90 33.049 80 91.831 80 135.66 80 173.23 80 207.08 80 238.36 80 267.70 95 33.627 90 92.525 90 136.23 90 173.74 90 207.55 90 238.79 90 208.11 200 34.200 900 93.217 1600 136.80 2300 174.24 3000 208.01 3700 239.22 4400 268.52 10 35.330 10 93.906 10 13736 10 174.75 10 208.47 10 239.65 10 268.92 20 36.443 20 94.593 20 137.93 20 175.25 20 208.93 20 240.08 20 269.33 30 37.539 30 95.277 30 138.50 30 175.75 30 209.39 30 240.51 30 269.73 40 38.620 40 95.959 40 139.07 40 176.26 40 209.86 40 240.94 40 270.14 50 39.686 50 96.638 50 139.63 50 176.76 60 210.31 50 241.37 60 270.55 60 40.737 60 97.316 60 140.19 60 177.26 60 210.77 60 241.80 60 270.95 70 41.774 70 97.990 70 140.76 70 177.76 70 211.23 70 242.23 70 271.36 80 42.799 80 98.662 80 141.32 80 178.26 80 211.69 80 242.66 80 271.76 90 43.812 90 99.832 90 141.88 90 178.76 90 212.16 90 243.08 90 272.16 300 44.814 1000 lOO.OO 1700 142.44 2400 179.26 3100 212.60 3800 243.51 4500 272.57 10 45.804 10 100.67 10 143.00 10 179.76 10 213.06 10 243.94 10 272,97 20 46.784 20 101.33 20 143.56 20 180.25 20 213.52 20 244.37 20 273.37 30 47.754 30 101.99 30 144.11 30 180.75 30 213.98 30 244.79 30 273.78 40 48.714 40 102.65 40 144.66 40 181.24 40 214.43 40 245.22 40 274.18 50 49.664 50 103.31 50 146.22 50 181.74 50 214.89 50 246.64 50- 274.58 60 50.606 60 103.96 60 145.77 60 182.23 60 216.34 60 246.07 60 274.99 70 61.539 70 10461 70 146.32 70 182.73 70 215.80 70 246.49 70 275.39 80 62.464 80 105.27 80 146.87 80 183.22 80 216.25 80 246.92 80 276.79 90 63.380 90 105.91 90 147.42 90 183.71 90 216.70 90 247.34 90 276.19 400 54.288 1100 106.66 1800 147.97 2500 184.20 3200 217.16 3900 247.76 4600 276,59 10 55.189 10 107.21 10 148.52 10 184.70 10 217.61 10 248.19 10 276.99 20 56.083 20 107.85 20 149.07 20 185.19 20 218.06 20 248.61 20 277.39 30 66.970 SO 108.49 30 149.61 30 186.67 30 218.61 80 249.04 30 277.79 40 67.848 40 109.12 40 160.16 40 186.16 40 218.96 40 249.46 40 278.19 60 58.723 60 109.76 50 150.70 50 186.66 60 219.40 60 249.88 50 278.59 60 59.690 60 110.40 60 161.24 60 187.14 60 219.85 60 260.30 60 278.99 70 60.461 70 111.03 70 151.78 70 187.62 70 220.31 70 260.72 70 279.39 80 61.304 80 111.67 80 152.33 80 188.11 80 220.76 80 251.14 80 279.79 90 62.153 90 112.30 90 152.87 90 188.60 90 221.21 90 251.56 90 280.19 Vll D. 4700 !>§ B. Df D. D| P- D| D. 7500 D| D. i>t D. ■^1 280.59 5400 307.80 6100 333.86 6300 358.93 383.17 8200 406.64 8900 429.46 10 280.98 10 808.18 10 3311.22 10 359.28 10 383.50 10 406.97 10 429.79 20 281.38 20 308.55 20 334.68 20 359.63 20 383.84 20 407.30 20 480.11 30 281.78 30 308.93 30 334.95 30 359.98 30 384.18 30 407.63 30 430.43 40 282.17 40 309.31 40 335.31 40 360.33 40 384.62 40 407:96 . 40 430.75 50 282.57 60 309.69 50 335.67 60 360.68 50 384.86 60 408.29 . SO 431.07 60 282.97 60 310.07 60 336.04 60 361.04 60 386.20 60 408.62 60 431.39 70 283.36 70 310.45 70 336.40 70 361.39 70 386.54 70 408.95 . 70 431.71 80 283.76 80 310.83 80 .336.76 80 361.74 80 386.87 80 409.28 80 432.03 90 284.16 90 311.21 90 337.12 90 362.09 90 386.21 90 409.61 90 432.35 4800 284.55 5500 311.59 6200 3 57-49 6900 362.46 7600 386.56 8300 409.94 9000 432.67 10 284 95 10 311.96 10 337.85 10 362.79 10 386.89 10 410.27 10 433.00 20 285.34 20 312.34 20 338.21 20 363.14 20 387.23 20 410.69 20 433.32 30 285.74 30 312.72 30 338.58 30 363.49 30 387.57 30 410.92 30 433.64 40 286.13 40 313 09 40 338.94 40 363.84 40 387.91 40 411.25 40 433,96 SO 286.62 60 313 47 50 33930 60 364.19 50 388.26 50 411.58 50 434.28 60 286.92 60 313.84 60 339.66 60 364.53 60 388.68 60 411.91 60 434.60 70 •287.31 70 314.22 70 340.02 70 364.88 70 388.92 70 412,24 70 434.92 80 287.70 80 314.60 80 340.39 80 365.23 80 389.20 80 412.67 80 435.23 90 288.10 90 314.97 90 340.76 90 366.59 90 389.60 90 112,90 90 435.55 4900 288.49 5600 315..'i5 6300 341.11 7000 365.95 7700 389.94 8400 413.23 9100 435.87 10 288.88 10 315.72 10 341.47 10 366 29 10 390.28 10 413 66 10 436.19 20 289.28 20 316.10 20 341.83 20 366.63 20 390.61 20 413.88 20 436.51 30 289.67 SO 316.47 30 342.19 30 366.98 30 390.95 30 414.21 30 436.83 40 290.06 40 316.85 40 342 55 40 367.32 40 391.29 40 414.54 40 437.15 50 290.45 50 317.22 60 342.91 50 367.67 50 391.62 60 414.86 60 437.47 60 290.84 60 317.60 60 343.27 60 368.02 60 331.96 60 415.19 6C 437.79 70 291.23 70 317.97 70 343.63 70 368.37 70 392.30 70 415.52 70 438.11 80 291.62 80 318.34 80 34399 80 368.71 80 392 63 80 416.84 80 438.42 90 292.01 90 318.72 90 344.34 90 369,06 90 392.97 90 416.17 90 438.74 5000 292.40 5700 319.09 6400 344.70 7100 369,41 7800 393.31 8500 416.50 9200 439.06 10 292.79 10 319.46 10 345.07 10 369.75 10 393.64 10 416 83 10 439.38 20 293.18 20 319.84 20 345.43 20 .370.10 20 393.98 20 417.15 20 439.70 30 293.57 30 320.i!l 30 345.78 30 370.44 30 39431 SO 417.48 30 440.01 40 293.06 40 320.58 40 346.14 40 370.79 40 394.65 40 417.80 40 440.33 50 294.35 60 320.96 60 346.50 60 371.14 50 394.98 60 418.13 50 440.65 60 294.74 60 321.33 60 346.86 60 371.49 60 395.32 60 418.45 60 440.97 70 295.12 70 321.70 70 347.21 70 371.83 70 395.65 70 418.78 70 441.29 80 295.51 80 322.07 80 347.57 80 372.18 80 395.99 80 419.11 80 441.61 90 295.90 90 322.44 90 347.93 90 372.52 90 396.31 90 419.44 90 441.92 5100 296.29 58U0 322.82 6500 348.29 7200 372.87 7900 396.64 8600 419 76 9300 442.24 10 296.67 10 323.19 10 348.64 10 373.21 10 396.98 10 420.08 10 442.56 20 297.06 20 323.56 20 349.00 20 373.56 20 397.33 20 420.41 20 442.88 30 297.45 30 323.93 30 349.36 30 373.90 30 397.66 30 420.74 30 443.19 40 297.83 40 324.30 4© 349.72 40 374.25 40 398.00 40 421.06 40 443.51 50 298.22 50 324.67 50 350.07 60 374.59 60 398.33 60 421.39 50 443.82 60 298.61 60 325.04 60 350.43 60 374.94 60 398.67 '60 421.71 60 444.14 70 298.99 70 325 40 70 350.79 70 375.28 70 399.00 70 422.04 70 444.46 80 299.38 80 325.77 80 351.14 80 375.62 80 399.33 80 422.36 80 444,78 90 299.76 90 326.14 90 351.50 90 375.96 90 399.67 90 422.68 90 445.09 5200 300.15 5900 326.51 6600 351.85 7300 376.30 8000 400.00 8700 423.01 9400 445.41 10 300.53 10 326.88 10 352.20 10 376 65 10 400.33 10 423.33 10 445.73 20 300.92 20 327.25 20 352.66 20 377.00 20 400.67 20 423.65 20 446.95 30 301.30 30 327.62 30 352.92 30 377.34 30 401.00 30 423.98 30 446.36 40 301.68 40 327.9". 40 353.28 40 377.69 40 401.33 40 424.30 40 446.68 60 302.07 50 328 36 60 353.62 SO 378.03 50 401.66 50 424.63 60 446.99 60 302.45 60 328.72 60 353.98 60 378.37 60 402.00 60 424.95 60 447.31 70 302.84 70 329.09 70 35433 70 378.71 70 402.33 70 425.28 70 447.62 80 303.22 80 329.46 80 354.69 80 379.06 80 402.67 80 425.60 80 447.93 90 303.60 90 329.83 90 355.04 90 379.40 90 403.00 90 426.92 90 448.25 5300 303.98 6000 330.20 6700 355.40 7400 379.74 8100 403.33 8800 426.26 9500 448.56 10 304.36 10 330.56 10 355.75 10 380.08 10 403.66 10 426.57 10 448.87 20 304.75 20 330.93 20 356.10 20 380.42 20 403 99 20 426.89 20 449.18 30 305.13 30 33130 30 356.40 30 380.76 30 404.32 30 427.21 30 449.50 40 305.51 40 331.66 40 356.81 40 381.11 40 404.65 40 427.53 40 449.81 60 305.89 60 332.03 50 35716 60 381.45 60 404.98 50 427.86 60 450.13 60 306.27 60 332.40 60 357.52 60 381.79 60 405.32 60 428.18 60 460.44 70 306.65 70 332.77 70 357.87 70 382.13 70 405.65 70 428.50 70 450.76 80 307.03 80 333.13 80 358.22 80 382.47 80 405.98 80 428.82 80 451.07 90 307.41 90 333.49 90 358.57 90 382.82 90 406.31 90 429.14 90 451.38 VIU D. r>f D. D| D. Df B. i>§ D. Kf D. Kf 9600 451.70 10000 464.16 14000 580.88 18O0O 686.83 22000 785.14 300CC 965.491 10 452.01 100 467.25 100 588.64 100 689.37 100 787.6S 305OC 976.U 20 452.32 200 470.33 200 586.40 200 691.91 200 789.9C 31000 986.8; 30 452.64 300 473.39 300 589.15 300 694.44 300 792.27 31500 997.41 40 452.95 400 476.46 400 691.89 400 696.96 400 794.63 32000 1007.9 50 453.26 500 479.50 500 594.62 600 699.49 500 797.00 32600 1018.4 60 453.58 600 482.54 600 597.34 600 702.01 600 799.36 33000 1028.8 70 453.89 7C0 485.57 700 600.06 700 704.52 700 801.71 33500 1039.2 80 454.20 800 488.59 800 602.78 800 707.03 800 80406 34000 1049.6 90 454.52 900 491.60 . 900 605.52 900 709.63 900 806.41 34500 1059.8 9700 454.83 1 1000 494.61 15000 608.22 I900O 712.04 23000 808.76 35000 1070.0 10 456.14 100 497.60 100 615.93 100 714.63 100 811.10 35600 1080.2 20 455.45 200 500.59 200 613.62 200 717.02 200 813.44 36000 1090.3 30 455.77 300 503.56 300 616.31 300 719.51 300 816.78 36500 1100.3 40 426.08 400 506.53 400 618.99 400 722.00 400 818.11 37000 1110.4 50 456.39 500 509.48 500 621.66 500 724.48 500 820.44 37600 1120.3 60 456.70 600 512.43 600 624.33 600 726.95 600 822.76 38000 1130.3 70 457.02 500 515.37 700 627.00 700 729.42 700 825.08 38500 1140.2 80 457.33 800 518.31 800 629.66 800 731.89 800 827.40 39000 1150.0 90 457.64 900 521.23 900 632.31 900 734.35 900 829.72 39500 U59.8 9800 457.95 12000 524.15 16000 634.96 20000 736.81 24000 832.03 40000 1169.6 10 458.26 100 627.06 529.96 100 637.60 100 739.26 100 834.84 40500 1179.3 20 458.58 200 200 640.24 200 741.71 200 836.65 41000 1189.0 30 458.89 300 532.85 300 642.87 300 744.16 300 838.95 41600 1198.7 40 459.20 400 535.73 400 645.50 400 746.60 400 841.24 42000 1208.3 50 459.51 500 538.60 500 618.12 600 749.07 500 843.64 42500 1217.8 60 459.82 600 541.48 600 650.74 600 751.44 600 845.84 43000 1227.4 70 460.13 700 544.34 700 653.35 700 763.89 700 848.13 43600 1236.9 80 460.44 800 547.19 800 655.95 800 756.33 800 86a42 44000 124&3 90 460.75 90O 550.04 900 658.55 900 758.76 900 852.71 44500 1255.7 9900 461.06 13000 552.88 17000 661.15 21000 761.17 25000 854.99 46000 1266.1 10 461.37 100 555.71 100 663.74 . 100 763.59 26500 866.35 45500 1274.5 20 461.68 200 558.53 200 666.33 200 766.00 26000 877.64 46000 1283.8 80 461.99 800 661.35 300 668.91 300 768.40 26500 888.85 46500 1293.1 40 462.30 400 564.16 400 671.49 400 770.80 27000 900.00 47000 1302.4 50 462.61 600 566.96 600 674.06 500 773.20 27500 911.08 47500 1311.6 60 462.92 60O 569.75 600 676.62 600 77660 28000 922.09 48000 1320.8 70 463.23 700 572.55 7O0 679.18 700 777.99 28500 933.03 48500 1329.9 80 463.54 800 575.33 800 681.74 800 780.88 29000 943.91 19000 1839.1 90 463.85 900 578.11 900 684.29 900 782.76 29500 964.73 50000 1357.2 APPENDIX No. 4. Dimensions, Trial Data, and Deduced Index Number or Co-efficient of Dynamic Quality of H.M. Steam-vessels Date of trial at the Measured Knot in the Thames Length between the Perpendiculars Breadth, extreme , Mean Draught of Water at time of trial „ . „ f Length to Breadth Katio 01 < ^ , „ , , t Draught to Breadth Area of immersed Midship Section DISPLACEMENT at time of trial— tons weight Diameter of Cylinders Length of Stroke Revolutions per minute during trial Mean pressure on Piston per square in. by Ind. Worliing Power in tbs. raised 1 foot per minute... UnRQr ( A-Ssuming 33,000lbs. Ift.^ min.F h.p. PflWPR •■ 100,000tbs „ H.P. rUV»tl1( _^ 132,000tbs „ SPEED of Vessels per hour in knots Diameter of Screw-Propeller Pitch of ditto Length of ditto Multiple of Gearing Revolutions of Screw per minute Slip per cent INDEX NUMBERS by formula^* = c, Assuming the unit of Power at 33,000tbs 1 ft. ^ m. lOO.OOOltis „ „ 132,000fts „ „ Displacement in feet to L X B X D Midship Section to B X D Length of Forebody to Afterbody-) measuring to tlie Screw aperture) Cubic ft. of Displacement ^ Ind. h.p Square ft. of immersed Mid. Sec. ^ Ind. h.p ^ fNominal Horse-power I „ Tonnage (Builder's Measurement)... * The Nominal Horse-power having no definite ratio to the working-power of the Engines and the Tonnage having no definite ratio to the Ships' Displacement, these quantities do not constitute data whereby the Dynamic Qualities of Ships of different Type can be compared. Ratio of Rattlee. Reynaed. Faiey. 23rd Jan., '45 14th July, '48 5th April, '45 176ft. 6 in. 147ft. 8 in. 144ft. 8 in. 32 8J 27 10 21 H 13 6 9 6 4 10 5.39 5.30 6.84 .41 .34 .23 330ft. 184ft. 71.5ft. 1078 478 168 4 of iOi 2 of 28 2 of 42 4ft. 2ft. 3ft. 26.98 54.43 61.6 13.2fts. 20.27lbs. 14.00ibs. 14,411,100 5,435.100 12,005,400 436.70 164.70 363.80 144.11 54.35 120.05 109.17 41.17 90.95 9.64 8.24 13.32 10ft. Oin. 8ft. 9in. 5ft. 4in. 11 8 8 1 3 1 4 1 4tol 2tol 5 tol 107.92 108.86 258 17.67 4.09 34.55 215.60 20750 197.90 653.33 628.80 599.70 862.40 830 791.60 .50 .44 .41 .75 .70 .70 46 to 54 89 105 17 .76 1.12 .20 200 60 128 888 516 312 Ill The Index Number or Co-efBcient deduced from the formula ^^-^ = C H.P. constitutes a comparative test of the Dynamic or Locomotive Quality of Vessels merely as dependant on the respective types of form, combined with their Engine efficiency; this co-efficient does not embrace the economic efficiency of the Engine Department as dependant on the consumption of fuel in proportion to the effective Power of the Engines. If however in the above formula we substitute the total consumption of Coals per hour, expressed in cwts. (W), (presuming the Coals to be of constant quality) instead of the Horse-Power (H.P.) the result of the formula ^^^-2l will give a number expressive of the comparative Dynamic duty performed by the respective ships, and this comparative test will be more generally available inasmuch as the average consumption of Coals (W), is a Mercantile expenditure more generally and more correctly known than the average working-power of the Engines (H.P.) For example : — Suppose the required average speed on a passage of 3,600 nautical miles to be 13 knots per hour, and that a Ship (A), of which the Deep- draught Displacement is 3,600 tons, perform the required service with a consumption of 1,200 tons of Coals. In this case the speed (V) being 13 knots per hour, the time of passage will be 277 hours; the average consumption of Coals (W) will be 86.64 cwts. per hour, and the Mid-passage Displacement will be 3,000 tons, consequently the Co-efflcient of Dynamic Duty of this ship (^) ''''1 ^^ represented by the number ^"'^g^gf'" -' = 5273. Again, suppose another ship (B) of which the Deep-draught Displacement is 1,500 tons to make the same passage in the same time (277 hours) with a consumption of 600 tons of Coal, in this case the consumption of Coal (W) will be at the rate of 43.32 cwts. per hour, and the Mid-passage Displacement will be 1,200 tons, consequently the Dynamic Duty of this ship will be 2197x112 92 represented by the number — zVw" — ^^ 5727. Hence, it appears tl)at as regards the performance of Dynamic or Locomotive Duty, the type of form combined with machinery adaptation thereto of the ship B is superior to that of ship A ; nevertheless, it may be less profitably adapted to the Service referred to, in consequence of the constructive weight of the Hull and Machinery, together with the Coal required for this 3,600 mile passage being performed at 13 knots per hour by a ship of such reduced size, leaving too small a proportion of the Displacement available for paying Cargo, whereby this ship, though of surpassing Dynamic Quality, may be comparatively unfit for the service ; — it is only by detecting the cause of failure that error can be corrected. Commercial rivalry will undoubtedly render a correct appreciation of the Dynamic qualities of ships, and the judicious adaptation of ships to the Service required of them, essential elements of directorial administration, without which no Steam enterprise can be successfully prosecuted, unless specially circumstanced to the exclusion of equal competition.